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, HILLUSTE • ilLOGUEh 

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^ CLEVELAND, OHIO.i^ 


HILL, CLARKE & CO., EASTERN AGENTS, 

BOSTON, MASS. 


MANNING, MAXWELL & MOORE, 

NEW YORK, 



1883 : 

CLEVELAND, OHIO, 

Short & Forman, Book and Job Printe 


105 and 107 Superior Street. 


RS, 











































































ILLUSTRATED CATALOGUE 


OF THE 


CUMMER ENGINE CO. 


MANUFACTURERS OF 


Automatic Steam Engines, 


SPECIALLY ADAPTED FOR 



ELECTRIC LIGHTING, 

FLOURING, COTTON AND WOOLEN MILLS, 


AND ALL MANUFACTORIES REQUIRING 



LAKE STREET, NEAR KIRTLAND* 


CLEVELAND, O. 






























































































































































































































































































































































































































































































































































































































































































































































































































































































































































INTRODUCTION 


The works of this Company are entirely new, having been erected 
during the year 1882. They are eligibly located, possessing unusual 
shipping facilities, as well as being admirably adapted for our business. 

The accompanying engravings represent the entire plant as designed 
for our use. 

The tools have been built for us with especial reference to doing good 
work rapidly, many of them were designed and constructed with a view 
to the production of better work than could be done with ordinary 
machine tools. In addition to the larger tools especial attention has 
been given the smaller tools, jigs and gauges, in order that our work 
may be made strictly interchangeable; a feature which we have secured 
at a heavy outlay. The advantages to the purchaser by reason of this 
special adaptation of tools toward the production of the very best work 
will be appreciated by all who may feel inclined to inspect our method 
of doing work. 

SIMPLICITY OF MECHANISM. 

It has been our aim to make all our engines as simple as possible. 
Wherever we could safely do so, we have reduced to the fewest possible 
number of parts, the train of mechanism designed for operating the 
cut-off. 

In no case, however, have we neglected to put in all those parts 
which are not only essential, but advantageous to the use of steam. 

ACCESSIBILITY OF PARTS. 

We think this feature in our engine, one which will meet with the 
hearty approval of engine-men everywhere. It has been our constant 
study to avoid anything which would make our engine difficult to adjust, 
or to repair in case of accident. We have endeavored as far as possible 
to have everything movable in plain sight; to have everything requir¬ 
ing adjustment to be within easy reach with ordinary tools. 

LUBRICATION. 

This very important matter has been well considered by us in the 
designs for all the several wearing surfaces in our engines. We under¬ 
stand full well the value of thorough lubrication, and no efforts have 


4 


The Cummer Engine Company. 


been spared on our part to make the distribution of oil as complete as. 
possible. Improved devices for oiling the valves and piston of our 
engines will always attract our attention and will be found to accompany 
each engine made and shipped by us. 

ADJUSTMENT FOR WEAR. 

The wearing surfaces in all our engines are not only ample for the 
service required, but are provided with means of adjustment in case of 
wear. Reference is had in the descriptive matter in this catalogue to 
some of the methods by which the adjustment of parts is secured ; an 
examination of some of the drawings, such as, the main bearing, cross¬ 
head, or connecting-rod, will show a well considered attention to this 
important matter of detail. 

EXCELLENCE OF WORKMANSHIP. 

This Company has availed itself of everything in the way of the 
adaptation of special tools to the securing of perfect surfaces, whether 
flat or cylindrical, that are needed in the construction of steam engines. 
Our system of gauges, jigs, and measuring instruments is quite complete, 
and so far as they apply to our particular work, leave nothing to be 
desired for the attainment of true surfaces. All wearing surfaces are 
scraped to a perfect fit. The valves are scraped independently to accu¬ 
rate surface plates, and the valve seats are made to correspond to the 
accuracy of the valves. We do not permit the use of emery in our works 
in fitting flat surfaces. 

All holes are carefully reamed by hand which require accurate fitting; 
the holes being tested by solid plugs, and the turned work to rings, to 
insure the utmost nicety of adjustment of parts to each other, the proper 
allowance being made in all cases requiring lubrication. Bolts, nuts and 
studs are cut with threads corresponding to the Franklin Institute stand¬ 
ard, which has been adopted by the U. S. Government, and by the 
leading engineering establishments in this country. All wrought iron 
work subject to wear is case hardened. 


ELEGANCE OF FORM. 

It has been our aim to' produce not only a strong and well propor- 
ioned engine, but at the same time to give the engine a graceful outline, 
preserving as far as possible those curves which are always pleasing to the 
eye rather than the rigid outlines which are the result of connecting 


The Cummer Engine Company. 


5 


-straight lines. We are sure our designs will compare favorably with any 
yet brought out; we have endeavored so far as circumstances will 
admit in making the outlines pleasing to the eye without in any degree 
sacrificing utility or good proportion. 

MINOR DETAILS. 

We have endeavored above all things to have the details of our 
engines perfect in every part, and well adapted for the uses intended. 
We have aimed higher than to merely present a good appearing engine 
as a whole, but have given the most minute detail as much consideration 
and thought, wherever needed, as we have given the larger or more con¬ 
spicuous pieces. Many of our costly special machines have been 
designed and built by us for the express purpose of making the minor 
parts of our engines better than would be practicable by ordinary meth¬ 
ods. A careful inspection of our engines will satisfy anyone that no 
detail however slight, is out of harmony with the general design. 

LARGE WEARING SURFACES. 

No subject in connection with the design of the details of our engine 
has received more attention than the wearing surfaces. It is of the 
utmost importance that they be as large as the circumstances of the case 
will admit. Especial attention has also been given the kind of material 
entering into the several parts which are brought in contact; the choice 
of metals being made upon the sole condition of efficiency and durability. 
Our proportions will be found to be very liberal, having been calculated 
first, for strength, and then for thorough lubrication in such portions of 
the engine as are subject to high pressures. These two problems should 
always be considered at the same time, for the reason that, it is not 
enough that the parts be strong enough to do the work, there must also 
be at all times perfect lubrication if the parts are to last any considerable 
length of time. For this reason we advocate large surfaces. 

We invite attention also to the superior workmanship which we em¬ 
ploy in the fitting of all wearing surfaces. Cylindrical surfaces are 
carefully tested, both for perfect roundness and for perfect parallelism; 
these having been secured, the boxes or bearings, are then scraped to a 
perfect fit. All flat surfaces are scraped to surface plates independently 
of each other, thus insuring the best possible surface for wear, as well as 
getting the surfaces out of wind. 

The main bearing is very large and has means of adjustment which 
are described in the section pertaining especially to it. The wearing 
surface is such that with the very heaviest wheel which any given engine 


6 


The Cummer Engine Company. 


will ever be expected to use, ample lubrication is afforded by the smaller 
pressure exerted by reason of the increased surface, consequent upon a 
long bearing of larger diameter than is usual or customary among 
engine builders. 


SELECTION OF MATERIALS. 

Probably no city in this country is more favorably located with refer¬ 
ence to a proper selection of materials for engine building than the one 
in which our works are erected. We have a choice of the very best pig 
iron, wrought iron and steel, at prices which are as favorable as any 
other point in the United States. 

In the selection of materials, as in everything else, we will have only 
the best. The pig iron for our cylinders is selected with special reference 
to hardness, closeness of grain, and great strength. The iron for the 
other castings are selected with reference to strength and rigidity rather 
than for hardness. Steel is used wherever its qualities recommend it 
over the employment of wrought iron. For crank pins subject to great 
stress, as well as hard wear, .we have a special hammered crucible cast 
steel made for us, with just sufficient carbon in it to make a firm homogeni- 
ous metal. Our valve rods are made of the same material, we giving 
it the preference at the increased cost over open hearth, and Besse¬ 
mer rolled steels, because of its greater homogeneity and the entire 
absence of seams which occur in all rolled steels. Wherever gun 
metal is used the mixtures are those which give us the greatest hard¬ 
ness and toughness for the place intended. We use only new copper 
and tin in our mixtures for gun metal, varying the proportions accord¬ 
ing to the hardness required. The anti-friction metal used by us 
is made according to our own formulae, from new metals, and is the very 
best metal we know of for the places in which we use it. 

The iron and steel forgings are made from the best stock, and 
worked under very heavy hammers, thus insuring thorough working and 
welding to the center. 


CLEARANCE. 

The clearance in our engines has been brought down to the lowest 
possible limit. The shorter the stroke of the engine the greater will be 
the percentage of clearance as compared with engines of long stroke. 
The connecting rods on our engines are made so that shortening of the 
rod between centers does not occur, except, so far as one pair of 
brasses may wear more than those at the other end of the rod, this 


The Cummer Engine Company. 


7 


enables us to allow less clearance between each end of the cylinder heads 
and piston. The steam and exhaust passages are made as small as is 
consistent with the actual requirements of the engine. 

In setting the valves we are particular to see that on the low crank 
angles compression begins at that portion of the stroke as will give 
between the piston and cylinder head a pressure corresponding nearly or 
quite to that in the boiler. The effect of this cushioning is to raise the 
pressure of the exhaust steam at the end of the stroke, and thereby raise 
the temperature up to that of the steam to be admitted for the return 
stroke. As our steam and exhaust valves can be changed from the outside 
of the steam chest these changes may be made at any time when the 
indicator diagrams show it to be necessary. 

STEAM PRESSURE. 

We recommend a moderately high steam pressure, say from 80 to 90 
pounds per square inch in the boiler. The advantages of high pressure 
steam are too well known to need any explanation here. We do not 
advocate extreme pressures, such as 150 pounds per square inch and 
upwards, because of the greater strength required in the boilers, fittings, 
etc., which add increased cost without a corresponding increase of 
efficiency and economy. Our engines are made capable of withstanding 
any practicable steam pressure, but common experience has demon¬ 
strated that an excellent economy can be had at the pressures named at. 
the beginning of this paragraph. It sometimes happens, especially in 
the purchase of an engine for a new establishment, that the engine is 
much too large for the work; in this case we recommend a modified 
pressure, based on the indicator diagram, taken with an average load on 
the engine the pressure should be such that the lowest portion of the 
expansion line should be above the atmospheric line at the moment ot 
the opening of the exhaust valve; and the steam pressure should be 
lowered until such a line can be traced by the indicator. As the load is 
increased so also should the steam, pressure be increased, until the 80 or 
90 pounds are had, which, in cutting off at 1-5 to 1-4 of the stroke, will, 
with our engine, yield high economy and with very satisfactory results. 
Our arrangement of valves is such that a full boiler pressure can be had 
at the beginning of the stroke. 

AUTOMATIC CUT-OFF ENGINES. 

Automatic Cut-off Engines are those in which steam of full boiler 
pressure is admitted to the cylinder and allowed to follow as far as may 
be necessary for the work required of the engine, and then cut off by 
some train of mechanism included in the engine itself, the steam being 


The Cummer Engine Company. 


8 

allowed to follow at full boiler pressure for a portion of the stroke, and 
for the remaining portion is worked expansively; the regulation of 
speed for varying loads is obtained by varying the point of cut-off, and 
therefore the mean effective pressure. Certain economical limits of cut¬ 
off are established for the engine when designed, and the governor con¬ 
trols the admission valve in such a way as to cut off according to the load 
and maintain regular speed. To properly compare this class of engine 
with others, it may be well to say a few words about steam expansion, 
although the benefits obtained by using high pressure steam with con¬ 
siderable expansion are now well understood and it will not be necessary 
here to go into any extended discussion of the matter. 

The most economical point of cut-off, however, is still an open ques¬ 
tion, and is to be settled rather by practical consideration than by theory. 
There can be no doubt that, beyond a certain point, the losses from inter¬ 
nal condensation and other sources, together with the increased cost of the 
engine, become so great that it does not pay to further increase the rate 
of expansion. There is for each pressure a certain economical limit, which 
depends upon all these considerations, and each maker must determine 
for himself what cut-off to adopt. In our own practice, with steam at 90 
lbs., we consider that a cut-off at ^ or \ gives excellent economical re¬ 
sults, and the ratings of our engines are based upon these figures. We 
believe \ to be rather the most economical, all things considered. The 
economy of expansion being conceded, it is desirable to know what 
method secures the best result. Leaving out of consideration compound 
engines, expansion may be obtained by using either a fixed or a variable 
cut-off. In the former case steam is cut off at a certain definite fraction of 
the stroke, which point having once been determined upon, remains fixed. 
These engines are regulated by a governor so connected with a throttle- 
valve as to give, according to the load, more or less steam opening, 
and consequently more or less initial steam pressure. The lowering of 
the initial pressure by causing the steam to flow through a contracted 
opening, is known as “wire drawing” and is always a direct loss, for 
instead of having full boiler pressure in the cylinder we can only count 
upon about four-fifths of the pressure and this much is seldom obtained, 
owning to the faulty designing of most builders of this class of engines. 
Governing by varying the initial pressure is thus a wasteful mode and not 
only this, but the engines cannot maintain steady speed which, besides 
being a serious disadvantage in many cases requiring uniform speed, is a 
still further waste of steam. A much closer regulation and far better 
economy is obtained by varying the point of cut-off, and consequently 
the mean effective pressure, instead of varying the initial pressure. In 
this way there is no loss by wire drawing and we use only that quantity 
of steam which the load requires. Such a regulation is accomplished by 


The Cummer Engine Company. 


9 


automatic engines, where the governor takes full control of the steam sup¬ 
ply and determines the point of cut-off, making it occur earlier or later 
as the load changes and admitting only the necessary quantity of steam. 
Automatic engines have a further advantage in this, they can use steam 
of considerably higher pressure than the throttling engines, because the 
latter will not regulate properly with a high pressure, nor can they cut 
off earlier than the one fixed point, while automatic engines can use high 
pressure steam with a range of expansion suited to the work. But be¬ 
sides economy in steam which is a matter of great importance to most 
manufacturers, it is often not less important, and sometimes indispensible, 
to have a very steady speed. Automatic engines can govern much more 
closely than any other kind of engine, in consequence of the governor 
having direct control of the steam admission and always adapting the 
mean effective pressure to the work to be done at each instant, and they 
•are invariably used in situations where uniform speed is required. 

COMPARISON OF AUTOMATIC ENGINES. 

The various makes of automatic engines may, in general, be classed 
under either one of two types known as the releasing and positive, so 
called from the method by which the cut-off valve is operated ; each of 
these types of engines have a variable cut-off controlled by the governor, 
though the governors differ in detail from the nature cf their work. In 
the releasing type of automatic engine, such as the Corliss, and others, 
the governor employed is of the ordinary fly-ball form ; the cut-off 
valve is not directly connected with the eccentric, but takes its motion 
from it through the intervention of tappets. The length of time these 
tappets shall remain in contact, and therefore the length of time the 
valve shall remain open is determined by the governor; which, as the 
balls rise and fall, releases the valve at an earlier or later point of the 
stroke. As soon as the valve is released it closes instantly from the 
action of a spring or other suitable device. For the return stroke the 
tappets are brought into contact and remain so until released through 
the action of the mechanism connected with the governor. This hook¬ 
ing on and releasing must take place at every stroke, and the striking of 
the tappets becomes such an objectionable feature that engines of this type 
have to confine themselves, for successful working, to comparatively slow 
speeds. The valve in this kind of engine closing the moment it is 
released, gives a sharp corner to the diagram, and the valve also is well 
open at the beginning of each stroke. The governor itself is simple, 
but there is required always a more or less complicated system of tappets, 
cams and springs to connect and disconnect the valve with the eccentric 
rod which gives it motion; and these, besides being complicated, are 
always liable to get out of order. 


10 


The Cummer Engine Company. 


In that class of engines in which the valve has a positive motion, the 
governor is at all times connected with the valve, and the cut-off is varied 
by shifting the eccentric around the shaft so as to change its angularity, 
and point of closure of the valve. The various governors used in this kind 
of engine have points of resemblance, and they consist essentially of 
weights revolving in a vertical plane whose centrifugal force is intended 
to be balanced at all speeds by the tension of a spring, so that the gov¬ 
ernor weights can move out or in, and by suitable mechanism be made 
to operate the cut-off valve. Quite a number of governors of this class 
have been brought out during the past ten years with more or less im¬ 
provement, but still retaining in some form or another the objectionable 
features of the original, which consisted in employing a spiral or elliptic 
spring to counteract and have under constant control the centrifugal ef¬ 
fect produced or exerted by the revolving weights. As neither the cen¬ 
trifugal force or the tension of the spring remains constant at any two 
changes of position of either, it will be seen that it is an extremely diffi¬ 
cult task to govern closely when one variable force is held in check by 
another variable force. 

An immense advance was made in the construction of governors of 
this particular class when the revolving weights were made to lift a dead 
weight; in other words, when the centrifugal force of the flying weights 
was made to lift a weight which represented a force as constant as grav¬ 
ity. The Cummer governor is of this description, but the mode of 
its balancing the centrifugal force and the attendant advantage as well as 
other advantages arising from the arrangement and construction of the 
several parts are fully set forth under the head of The Governor. The 
positive motion valve cannot have so quick a closure as a release valve, 
and theoretically this is a disadvantage, but practically it amounts to little, 
as may be seen by examining the indicator diagrams taken from our en¬ 
gine. At the point of cut-off, the corner is slightly rounded ; this is due 
to the valve being gradually instead of instantly closed and the steam is- 
wire-drawn to this extent. In engines of this class, however, there is 
no limit in either direction to the speed at which they can be run, while 
the drop cut-off variety of engines, in consequence of having such a com¬ 
plicated system of tappets, cams and springs, can only hook on to the 
valve and release it a limited number of times per minute. Engines fitted 
with such an arrangement have therefore to be run at slow speeds and 
lose all the economy resulting from higher speed. Engines whose gover¬ 
nors control the valve by positive connection, however, can be run at a 
much higher speed ; there is a certain economical limit to high speed, 
but up to this point there is nothing to prevent a high piston speed, and 
secure all the benefits arising therefrom. Nor is it true, as some¬ 
times alleged, that engines of this class—/, e., engines with a posi- 


The Cummer Engine Company. 


11 


tive movement to the cut-off valve—will not govern closely except at 
high speeds; because our governor acts equally well at all speeds ; it has 
only to be properly proportioned to its work. A high speed engine 
would not have just the same governor as one for slow speeds, the latter 
engine would need more weight in the governor, because centrifugal 
force varies as the mass moved, and as the square of the velocity; if the 
velocity is reduced we must increase the weight, and this done there is 
the same governing power as before. 

The governor for a drop cut-off engine has control of the valve only 
up to the time of releasing it, and during the rest of the stroke the gov¬ 
ernor does nothing but adjust the tappets properly for the return stroke, 
any change in speed occurring after cut-off has taken place cannot be 
provided for until the next stroke, when the point of cut-off is changed 
according to the speed. With the other form of governor, also, no¬ 
regulation can take place after cut-off has once occurred until the next 
stroke, because with any governor the cut-off acts only at the beginning 
of each stroke; but the positive motion valve, having to open and close 
the port, and doing it gradually has, for a given cut-off, control during a 
longer time than the release valve which opens and then instantly closes, 
so that any change of load would have that much more time to cause a 
corresponding change in the cut-off. After the cut-off has been accom¬ 
plished neither governor has any advantage over the other, except that 
the one directly connected has always control of the valve, and it is sure 
to be in the proper position each time, which is not certain with the 
other form. 

We have shown that a governor can only change the point of cut-off 
at the beginning of each stroke, for though it may be sensitive to any 
variation of load which occurs between the time the valve closes and the 
end of the stroke, yet it cannot sooner produce any effect. The greater 
the number of revolutions per minute, the sooner can any change of load 
be met; this is true of any governor, and it follows that the one which 
permits the highest speed will have the closest governing, and we have 
shown that the kind of governor used for a positive valve motion admits 
of a high speed, and the other variety does not. But it is not necessary 
to run our governor at a high speed to secure effective close governing, 
only the point last stated shows that it is capable of the highest results, 
which it is possible to attain. In the article Governor it is pointed out 
how extremely sensitive the Cummer governor is at moderate speeds, 
such as would ordinarily be used, and that it may be relied upon to 
control the engine under any variation of load pressure or speed likely 
to occur, or that may be desired. The construction of our governor is 
such that we can always give such weight to our governor weights as we 
decide they may need, from the fact that we are not confined in this re¬ 
spect as one would be if the opposing or centripetal force was obtained 
with a spring. 





Elevation of Engine, Class 

















































































































































































CLASS A. SELF-CONTAINED AUTOMATIC ENGINES. 




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For best economy, all things considered, we recommend 90 lbs. boiler pressure and a cut-off at \i stroke. To illustrate the use of the table, 
suppose we wish to select a non-condensing engine of 20 H. P. Under non-condensing engines in the J4 stroke column the nearest number is 22 H. P, 

which is given by a 7x12 engine. 



































































CLASS A. SELF-CONTAINED AUTOMATIC EN&INES. 




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The Cummer Engine Company. 


17 


SPECIAL AUTOMATIC ENGINES CLASS B. 

Our special engines Class B are designed for moderately large powers, 
medium high speed, and, like our Class C standard engines, for the highest 
economy. Since these engines are run at a higher rate of revolution than 
those of Class C, we have adopted for them a different style of frame in 
which the guides are supported throughout their whole length, by extend¬ 
ing that part of the frame in which they are included, so as to rest upon 
the foundation, while the cylinder is allowed to overhang. We have also 
employed a disc crank, which permits better balancing for high speeds 
than the other form, but otherwise these engines are in every respect pre¬ 
cisely like those of Class C, we use the same governor, valves, piston, 
cross-head and connecting-rod, etc. as with those engines, and the ma¬ 
terials and workmanship are equally good. This style of engine is well 
adapted for its duty and is becoming very popular in many sections of 
our country. 

With respect to the overhanging cylinder, there is no advantage lost 
by attaching it to the frame in this way, because it has no strains to 
meet in a vertical direction except its own weight and this is insignifi¬ 
cant when the mode of attachment is considered. The end of the girder 
forms the forward cylinder head, it is turned to fit the counterbore and 
extends within the cylinder so as to have a bearing of from four to six: 
inches. In this way the bolts connecting the cylinder and frame are re¬ 
lieved from shearing stress, and the weight of the cylinder exerts upon 
them only a slight tension; while those strains which occur from 
the steam pressure and from working the engine are all in a hori¬ 
zontal direction, or in line with the axis of the cylinder, and can be 
fully resisted independently of any support in a vertical direction. With 
the cross-head and guides the conditions are different, here the strains 
occur sideways, as well as horizontally, and at high speeds it is especially 
necessary to make the frame very rigid at the guides to resist the side 
thrust of the connecting-rod, but at slower speeds this would not be 
required. Thus our Class C engines have a frame which is unsup¬ 
ported beneath the guides and yet is so rigid at the intended moder¬ 
ate speeds that no vibration whatever occurs. With higher rates of revo¬ 
lution, such as are used with Class B, we must have the guides very rigid,, 
and instead of employing any such make-shift as a central support with a. 
girder frame, we design an entirely new form specially suited to the new 
conditions which is calculated to resist to the best advantage all such strains 
as may come upon it and to be very strong and stiff. We embody in 
this frame the same excellent general features as with Class C, we use the 
same form of removeable guides, the same main bearing and the same 
outboard bearing as is employed with those engines; thus for the whole 
engine we secure special advantages adapting it to the higher speeds 


18 


The Cummer Engine Company. 


without sacrificing any of the good features of our standard automatic 
engines. 

While this engine is especially adapted for higher speeds than Class C 
and is so well designed and constructed, that it can closely compete 
in speed with what are known as “high speed engines;” yet we 
do not recommend for them speeds much exceeding those given in 
the tables. A somewhat extended experience in this field, has led us 
to be opposed to extremely high speed and high speed engines, and we 
give this opinion for the benefit of our customers; we believe that the 
popular predudice against very high speed is well founded and that in the 
future, more moderate rates will be adopted. 



Fig. 3fc. 


Fig. 3 shows the general features of this engine, but the above small 
cut is a more correct representation of our later design. The only diff¬ 
erence between the two figures, it will be seen, is owing to a change in 
the form of bed-plate, which, while preserving the same strength and 
stiffness as before, being well supported beneath the guides and fulfilling 
the required conditions, is so modified that it allows us to use the same 
governor for both Class B and Class C. We are thus enabled to make 
our governors in quantity and have them properly tested before being 
sent out, and it ensures having them always in stock. 

Note. —The 10 x 20, 11 x 20 and 12 x 24 engines may, if required, 
be run at higher rates of speed than the tabular numbers ; and, in such 
cases, we make for them a governor specially adapted for high speeds, 
which will be furnished with these engines, whenever we are informed 
that higher speeds are desired. 








CLASS B. SPECIAL ENCINES—AUTOMATIC—OTERHAMGING CYLINDER. 


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cost of a condenser, while the purchaser has afterwards the advantage of increased economy in fuel. 












































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The Cummer Engine Company. 


27 


GENERAL DESCRIPTION OF CLASS C ENGINE. 

Fig. 5^4 shows an elevation and part vertical section of a Class C 
standard engine, and also a horizontal section which shows the form of 
the girder and cylinder, and clearly exhibits the various working parts, 
in their relations to each other. In the elevation there appears a section 
of the piston and there is shown our form of cross-head, connecting-rod 
and crank. The horizontal section further details the cross-head, the 
stub ends of the connecting-rod and the crank. The main bearing with 
its quarter boxes, shoes and means for adjustment is clearly detailed and 
there is shown the train of three gears which drives the governor shaft from 
the main shaft; the governor also appears in section showing the weights,, 
bell cranks and attachments to the thrust-rod, which are all similarly 
illustrated in Fig. 6 and explained in the description of the governor. 
The elevation and plan exhibits the large bell crank, to the vertical arm 
of which the thrust-rod is attached, while the horizontal arm supports 
the hanging weights and has attached to it the spiral spring which 
appears in the elevation; all these parts are also clearly seen in Fig. 6. 
Referring once more to the horizontal section it will be noticed that 
the main eccentric is attached directly to the. governor shaft, and the 
cut-off eccentric is attached to a long sleeve, which by suitable connec¬ 
tion with the governor weights, is made to rotate the eccentric forward 
or backward and thus change the point of cut-off. The main eccentric 
operates the main valves and also the exhaust valves through the in¬ 
tervention of a rock arm. The eccentric rods and valve-stems have 
means for adjustment of length, these with the joints at the rock 
arm and the slide to prevent vibration of the cut-off valve-stem, as 
well as the mode for attaching the valves to the valve-stems are all 
shown in the horizontal section. 

The lower right hand portion of this section, shows that part of the 
cylinder where the exhaust valve for this end is situated. The piston-rod 
stuffing box is bushed with brass; we use for the piston-rod and also for 
the valve-stems an improved form of metallic packing which will be 
found illustrated and described in another place. In the vertical section 
appears our form of cylinder head which projects within the cylinder and 
reduces clearance to as low an amount as possible. The forward head 
is formed by the end of the girder frame, but in our larger sizes the head 
is made separate and bolted to the frame. Objections have been made 
against this deep form of cylinder head, on the ground that the annular 
space between the head and counterbore affords so much more condens¬ 
ing surface than the ordinary form of cylinder head ; but, in point of 
fact, this objection does not hold at all, because we make our cylinder 
heads a true fit for an inch or so at the outside bearing and an easy sliding 
fit for the rest of the length. The space between the counterbore and 
head, which is about the thickness of a piece of paper, becomes when in 
use, completely filled up with a deposit from the oil used to lubricate the 
cylinder which is driven in by the steam and effectually prevents any 
condensation from this cause. This we know to be the fact from our 
own experience and if it were not, we could easily devise means to over¬ 
came what would be, if it really existed, a valid objection against this 
form of cylinder head. The various details alluded to in this general 
description, will be found more thoroughly illustrated and described in 
other portions of this catalogue. 


CLASS C. STANDARD ENGINES—AUTOMATIC. GIRDER FRAME. 


28 






















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The width of belts, as given in the above table, are for Non-Condensing engines. The weights of both fly-wheels and band-wheels are to be con¬ 
sidered as approximate only. We will make the wheels as near the given weights as possible. 












































CLASS C. STAMARJ ENGINES—AUTOMATIC. GIRDER IRAK. 


29 


1 





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we wish to select a non-condensing engine of 200 H. P Under non-condensing engines, in the J4 stroke column, the nearest number is 215 H. P. which 
is given by an 18x36 engine. If a condensing engine is desired, we can get the same power from a smaller engine and smaller boiler than is required 
with a non-condensing engine. In most cases the reduction in price from this cause will equal, and sometimes more than equal, the cost of a con¬ 
denser, while the purchaser has afterwards the advantage of increased economy in fuel. 
































































CLASS C. STANDARD ENGIBES—AUTOMATIC. GIRDER FRAME. 


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INDEPENDENT CONDENSING APPARATUS 

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The Cummer Engine Company. 


33 


DESCRIPTION OF GOVERNOR. 

Fig. 6 is a vertical section through the center of the governor and 
its parts, together with a cross section of the girder of the engine; this 
section being along the center line of the governor shaft shows the main 
eccentric cast solid with it. The cut off eccentric, with its sleeve, it will 
be observed, fits loosely on the governor shaft, and is connected with the 



Fig. 6. 


flying ends of the governor weights by means of rods or links (as shown 
in Fig. 7) in such a manner that the cut-off eccentric, with its sleeve, is 
moved around the governor shaft, either forward or backward, as the 
flying weights change their position ; by this means, the steam is cut off 
correspondingly earlier or later in the stroke as the governor or flying 
weights adjust themselves to the load. 










































































































34 


The Cummer Engine Company. 


The governor shaft is driven from the main shaft by a train of gears, 
one of which appears in section in Fig. 6. The governor case, to which 
is attached the flying weights, is keyed to the governor shaft, and 
revolves with it. It will be noticed the governor shaft is hollow, and has 
passing through it a thrust rod. One end of this thrust rod is attached 
to a cross bar, which, passing through a slot in the go rnor shaft, is 
thereby made to revolve with it. The cross bar just referred to is 
connected with the governor or flying weights by suitable connections 
and bell cranks shown in Fig. 6, and further detailed in Fig. 8. The 
other end of the thrust rod fits into a step which is jointed to the vertical 
arm of the large bell crank shown in Fig. 6; it will be clear that any 
movement of the weights in the governor case would cause the thrust rod 
to move correspondingly out or in, and thus operate or change the relative 
position of the large bell crank and cause the weight located under the 



Fig. 7 . 


engine and attached to the end of the horizontal arm of the bell crank 
(as shown in Fig. 6) to be raised or lowered in an amount corresponding 
to the outer or inner position of the governor weights. 

Referring again to the cut-off eccentric in Fig. 6, which shows it 
attached to a long sleeve, also seen in Fig. 7; in the latter engraving 
it is shown how the flying ends of the governor weights are connected 
by means of two rods and a clamp collar, with the sleeve of the cut-off 
eccentric so that, as the governor weights change their position, the 
eccentric, with its sleeve, moves around the shaft either forward or 
backward. When the cut-off eccentric is rotated forward the steam is 
cut off earlier in the stroke; when the eccentric is rotated backward, the 
steam is cut off later in the stroke. The extreme range of cut-off as 
controlled by this governor may be from o to 8-io of the stroke 


The Cummer Engine Company. 


35 


measured from the beginning ; these extremes correspond to the extreme 
positions of the flying weights, or, in other words, the engine is con¬ 
trolled by the governor from a simple friction load to the full capacity of 
the engine. It will be seen that the dead weights suspended from the 
horizontal arm of the large bell crank, can be varied or adjusted in 
amount. This provision is made in order to regulate the speed of the 
engine. Whenever a change, either faster or slower, than standard speed 
is desired, the required variation is effected by simply adding to or 
taking from these loose weights under the bed; the change is easily made 
without the necessity for stopping the engine. 



Fig. s. 


The above figure represents the thrust rod and connections and pivotal 
step, the rod is shown broken to save space. The rod in the upper figure 
is sectioned at one end to show the cross bar and links and at the other, 
to show that part of the pivotal joint which forms a case for the. step and 
the end* of the thrust rod. Immediately below is a plan of these same 
parts, and at the extreme left is an enlarged section of the step and part 
of its case; the step also appears in plan ; the holes shown in the section 
and by dotted lines in the plan exhibits the mode of oiling the step by 
means of an oil cup which also oils the pivot. 

The whole mechanism, described above at length, makes a positive 
connection for the governor; it has no belt to slip or be thrown off, or 
any parts to become disconnected and therefore the engine is always 
completely under control, and can never run away, no matter what the 
sudden variation in pressure or load. 

The object of the governor is to preserve a certain determined speed 
with the smallest possible variation from constant speed as changes in 
the load occur. The cut-off must always be proportioned to the load. 
When no load is on steam is cut off very early in the stroke, and the 











































36 


The Cummer Engine Company. 


flying weights are at their extreme outer position ; with a heavy load 
steam follows further, and the weights are nearer their inner position. 
Between these two limits any number of positions of the weights and 
corresponding angular positions of the cut-off eccentric may be had, 
and in each position as the steam is adapted to the load, the slightest 
increase or decrease in speed must make a change in the cut-off and 
bring the engine again to standard speed. In order that the governor 
may be very sensitive and instantly feel any variation of speed, it is 
necessary that the centrifugal force of the flying weights and the oppos¬ 
ing centripetal force exerted by the dead weights and spring on the 
large bell crank be exactly balanced in every position they can possibly 
take ; then any change of speed will cause the flying weights to instantly 
move in or out and be just as well balanced in their new position and as 
sensitive to any other variation in speed as they,were before. This bal¬ 
ancing of the centrifugal force, which is generated by the flying weights 
of the governor, is accomplished by the weights suspended from the 
horizontal arm of the large bell crank and the spring attached to the 
same arm. The governor is adjusted for whatever speed may be desired. 
To do this we hang enough weights on the horizontal arm so that, when 
the flying weights are at their inner position and revolving at their proper 
speed, the centrifugal force they exert is just balanced by the centripetal 
force of the hanging weights. Now, suppose an increase of speed 
occurs, then the centrifugal force of the weights increases beyond what 
we had before, and since we have opposed to it only the constant centri¬ 
petal force exerted by the hanging weights, our balance no longer exists 
unless we bring in an additional centripetal force, which increases in 
the same proportion as the centrifugal force increases. This is accom¬ 
plished by the spring attached to the horizontal arm. The tension 
exerted by the spring increases as the flying weights move outward, 
which is exactly what is required, and it will be seen that in all positions 
of the flying weights there is preserved an exact balance of the centri¬ 
fugal and centripetal forces. The flying weights can therefore instantly 
move outward or inward when any change of speed occurs, and cut off 
the steam proportionately to the load. The arrangement of the weights 
and spring, as described, makes the governor extremely sensitive, and it 
also controls absolutely the speed of the engine, so that it can never run 
away, no matter to what amount may be the sudden change of load. 
We may start up with the throttle wide open and no load on (the flying 
weights are then held at their inner position by the hanging weights), 
and the moment the engine reaches the speed for which they are set and 
passes beyond that speed, the flying weights move outward and steam is 
cut off so as to maintain the standard speed. If a governor will take 
care of an engine with full throttle and no load except the ordinary fric- 


The Cummer Engine Company. 


37 


tional one, it may safely be trusted to control the engine for any change 
that would occur when doing its regular work. 

The mechanism of the governor is such as to permit of a very deli¬ 
cate adjustment. Referring to Fig. 6, it will be seen that the point of 
attachment of the spring may be shifted so as to get more or less lever¬ 
age and extension of the spring, and therefore more or less centripetal 
force. There is a series of holes on the arm for this purpose. The 
governor weights and the tension of the spring are all calculated as 
closely as may be ; then the final adjustment is made by attaching the 
spring at a greater or less distance from the fulcrum of the bell crank, 
and thus the balance between the opposing forces may be exactly deter¬ 
mined, and the adjustment so accurately made that these forces increase 
and decrease in the same ratio. 

There is a point to be noted in connection with this spring ; the dead 
weights furnish a constant centripetal force to balance the centrifugal 
force of the weights when at their inner position. All the spring has to 
do is to furnish what is necessary to balance the increase of centrifugal 
force as the weights move out from the center, the initial tension is 0, 
its duty is light, it is never severely strained, and it has periods of rest, 
so that its elasticity does not become impaired. In this respect our 
governor differs from all those in which a spring is required to furnish 
all the necessary centripetal force. It is quite obvious that such a spring 
has a more severe and very injurious duty to perform, because it is always 
under tension, so that its elasticity soon becomes impaired and the gov¬ 
ernor does not act properly. 

A comparison of the two methods of construction will show 
clearly the superiority of our governor and explains our very close 
governing under varying loads for which the Cummer Engine has 
achieved an excellent reputation. 

As previously stated, the governor has its own shaft which is 
driven by a train of three small gears from the main shaft instead of 
placing the governor upon the main shaft itself. This arrangement 
secures for the governor and the general details of the engine very 
important advantages. In the first place, the work being light, the 
governor shaft need only be a fraction of the diameter of the main 
shaft, and we can reduce the size and friction of the eccentrics and 
eccentric sleeve, not less than eight to ten times what would be required 
if they were on the main shaft. Then, too, by having a separate 
shaft, all the valves may be in a direct line with the eccentrics, avoid¬ 
ing off-set rods and off-set rocker arms. Referring now to Fig. 7, it will be 
observed that, with a small shaft the points of attachment for the rods con¬ 
necting the clamp collar on the eccentric sleeve with the governor weights 
may be brought much nearer the center of its shaft than would be 


38 


The Cummer Engine Company. 


possible if the eccentric sleeve was placed on the main shaft. The 
advantage resulting from this is that, for a given angular movement 
of the eccentric, the eccentric on the main shaft has to move through 
an arc three to four times greater than the eccentric placed on a separate 
shaft of one-third to one-fourth the diameter of the main shaft, and con¬ 
sequently the weights in such a governor have to move in or out 
three to four times as great a distance as is necessary with a governor 
revolving upon its own smaller shaft, and is less sensitive, also, just 
in that proportion. The governor weights are placed at the most 
advantageous point for efficient governing; this is as near the rim as 
possible, and to this end also, the shape of the weights is such as to 
make the radius of gyration as great as possible. 

The effectiveness and force of a governor weight varies in the 
ratio of the squares of the velocities, and as the velocity depends upon 
the radius of gyration it is easily seen why the weights should 
approach and recede from the center by only a small amount and 
this is permitted by the small movement required to operate the 
eccentric; and it follows also that, when the weights are at their inner 
position, and the engine is following ^ to ^ of the stroke, the 
weights have moved inward so little, or from ^ to ^ of what would be 
necessary if the governor was placed on the main shaft, that the governor 
has the valves and the engine as much under control as when in any other 
position. It is important that the governor weights be given such an 
adjusting movement that, when at their inner position, their force 
and value for governing shall not be impaired. From what has been 
said, it will be seen that the weights are always in an effective posi¬ 
tion and the governor acts equally well from o up to ^ of the stroke. 

There are some other advantages connected with the construction of 
the Cummer governor. The governor case contains only the flying 
weights and their connections to the eccentric sleeve and thrust rod, 
the other essential parts are external to the governor and easily accessi¬ 
ble, not only to examine their proper working but also to regulate the 
engine. In general a fixed speed is used, but if a different speed be 
required on one day from what is necessary on another, the change can 
be made without touching the governor itself at all; we have only to 
change the weights hanging from the large external bell crank, adding 
more weight to increase the speed and taking off weight to reduce the 
speed. Standard speed is restored quickly and certainly by hanging on 
the same weights which were there before. The gears composing the 
train which drives the governor shaft, are accurately cut and run 
without the least noise. They are contained in a case which constitutes 
their frame and covers them so as to prevent all chance of accident. 
The strain and wear of all parts of the governor are always in one direc- 


The Cummer Engine Company. 


39 


tion, lost motion can never occur, and there is always prompt action. 
The various joints, bearings and all wearing surfaces are made large and 
are accurately fitted and easily reached for oiling and as they have such 
little movement and wear the governor may be relied on to last be¬ 
yond the possible life of any engine. The governor may also be run for 
very long period without oiling. 

The mode of attaching the governor weights through their rods and 
clamp collar to the eccentric sleeve, permits a ready adjustment of the 
eccentric. By loosening the bolts of the clamp collar, the sleeve and 
eccentric which is keyed to it, may be turned around to any desired 
position and again securely clamped, the adjustment being made to a 
nicety. 


THE FRAME. 

No part of an engine requires more careful designing than the frame 
because it has to receive all the working strains and resist them without 
springing, it must be so arranged that all the working parts con¬ 
nected with it may be properly located both for efficient action and for 
accessibility, it must be so designed that it can be well moulded without 
any undue strains in the casting itself, and must be moreover of 
graceful and pleasing outline, for the first thing to strike the eye and pro¬ 
voke criticism is the framework of the engine. We make a different style of 
frame suited to each class of engine that we build; we have endeavored 
to combine in them all the mechanical requirements together with beauty 
of outline, so as to produce a frame that is at once strong, rigid and well 
adapted to its work and also of graceful form. 

It is very important to have a frame rigid, a very light frame may 
give sufficient strength but if there is springing or yielding under the 
strains from ordinary working, no amount of careful fitting is of any 
avail, because the frame does not keep its form so as to retain all the 
working parts in proper line. 

We make all our frames very heavy and dispose the metal for flanges, 
ribs and braces in such a way as to secure the greatest stiffness with a 
given weight. There is an incidental advantage arising from heavy 
frames which is often lost sight of in designing machinery, and that is 
the fact that a heavy frame will absorb the shocks from working in such a 
way as to permit very little tremor, this conduces to long life and smooth 
successful working; a frame on the other hand which is not sufficiently 
stiff, and which trembles under a heavy strain besides giving an impress¬ 
ion of insufficient strength is always at a disadvantage as compared with 
the former framing and is working its own destruction. 


40 


The Cummer Engine Company. 


The general design for the frames of our engines is well shown by 
the full page engravings illustrating the several styles of engines made 
by us. 

We will now describe in detail the frame for our engine class C, in 
which these principles will be found carried out and which may be taken 
as an example of what we aim to do in the designing of our engine frames. 
Following which will be found detailed descriptions and illustrations 
of the various parts of our engines, intended to show the main features of 
their design and construction, in the belief that their union of scientific 
and mechanical principles cannot fail to commend themselves to favorable 
consideration by those familiar with the requirements for successful 
engine building. 

We have adopted for this class, the box girder form of frame as be¬ 
ing the one which best answers our requirements for construction giving 
great rigidity, strength and stiffness without excessive weight, although 
the frame is made very heavy. To secure the greatest strength and stiff¬ 
ness, the girder is made very deep and is provided with heavy ribs and 
flanges, the main bearing is included in the same casting as that 
in which the guides are located, there is one continuous casting 
from the cylinder outward. This is an important feature and we wish 
to lay stress upon it; where an engine is constructed in such a way that 
the part carrying the main bearing is bolted to the rest of the frame, 
there is always a sacrifice of rigidity to cheapness of manufacture. The 
frame must be stiff enough to stand up to its work and keep everything 
in line. 

Fig 4 and Fig. 5 show the engine and frame in elevation and plan. 
The frame at its inner end is seen bolted to the cylinder which has an 
ample base resting upon the foundation to which it is fastened by bolts. 
At the outer end of the frame under the main bearing is another large 
base also securely bolted down. Some makers introduce a central bear¬ 
ing or support placed at the extremity of the guides, this idea probably 
originated for a frame too weak for its work. If any engine is properly 
designed the girder will be so proportioned that it is strong enough 
and stiff enough to be supported at each end only, letting the inter¬ 
mediate part take care of itself, which it should be abundantly 
able to do. The central support adds nothing to the alignment 
besides being wholly unnecessary and extremely unsightly. So per- 
sistantly has the necessity been urged for this central support 
by some other builders of girder frame engines, the frames of which were 
found to be deficient in rigidity at this point that occasionally a customer, 
not fully understanding the facts in the case, insists upon having this 
central support added to the engine ordered by him; we have uniformly 
resisted this when we could, but as we consider this to be an altogether 


The Cummer Engine Company. 


41 


unimportant matter of detail we would not, of course, take the chances 
of losing a sale by refusing to furnish one should it be insisted upon by 
the purchaser. 


THE MAIN GUIDES. 

Fig. 10 shows a cross section through the frame at the guides 
fronting the cylinder, and exhibits not only the form of the 
girder but that also of the guides. These latter it will be observed are 
made flat and are removable, being attached by screws to the frame 
which is suitably planed to receive them. By having guides of this 



Fig. 10. 

simple form and removable they may be easily and cheaply replaced 
whenever sufficiently worn to make a new set desirable. It is hardly 
necessary to enlarge upon the advantages which accrue from this 
important matter of detail as it is well-known that one of the 
most difficult and expensive items of repair about an engine is the refit- 
ing of the guides which may become necessary through long wear, by 





























42 


The Cummer Engine Company. 


reason of accident, or through neglect, if these guides are includes in 
the same casting with the frame itself, for nothing short of taking the 
engine to pieces and having the guides planed over again will insure per¬ 
fect alignment. The removeable guides are easily and cheaply made and 
can be put in place in a few minutes with ordinary tools and without 
skilled help. 


THE CYLINDER AND VALVES. 

In order to more clearly understand the construction of the cylin¬ 
der we will give a description of the valves employed, prefacing it by a 
brief consideration of what kind of duty they are required to perform. 
The common D valve though apparently very simple, is somewhat com¬ 
plicated in its action. It has to admit steam to either end of the cylin¬ 
der, to act as a cut-off within certain limits, and also to exhaust the steam. 
It is found that when much expansion is used that a derangement of the 
exhaust takes place; if we cut steam off early, the exhaust also is closed 
early, whereas it is desirable to keep the exhaust open until late in the 
stroke. The two requirements being so different, cannot be fulfilled by 
a single valve without impairing the action of each in the endeavor to 
harmonize both. The idea then occurs of using a separate steam and 
exhaust valve whose actions are independent, in order that each may be 
permitted to work to the best advantage. This arrangement we have 
adopted for our engines. There is a steam valve with its steam chest, 
ports and passage, and a separate exhaust valve with its own chest, ports 
and exhaust passage. We use flat valves and for expansion have a small 
cut-off valve sliding upon the back of the main steam valve. This cut¬ 
off has its own eccentric, which is connected with the governor so as to 
cut off proportionally to the load. The main valve and the exhaust 
valve are operated from another eccentric and have each the same travel. 
A small amount of lap is given the exhaust valve just enough to cover 
the ports, while the steam valve whose ports are smaller, has enough lap 
added to compensate for what lead is given the exhaust valve. The lap 
on the main valve, however, is not enough to cause a cut-off within the 
limits assigned the governor. For the form of valve, both steam and ex¬ 
haust, we have adopted that known as the “gridiron,” being a simple 
flat plate with narrow openings through it. This form of valve gives a 
large area of opening for a given angular advance of the eccentric and 
for a port area of given length, this enables us to reduce the throw of the 
valve in proportion to the number of openings through it. Thus in a valve 
with four openings whose combined area equals that of a single port such 
as is controlled by the ordinary valve, we will need only one-fourth as much 
travel; there is required ordinarily a movement of only ^ to ^ of 
an inch, and we reduce the friction of the valves in proportion, by this 


The Cummer Engine Company. 


4S 


means we can also use much smaller eccentrics than would be possible 
with an ordinary engine, since the travel required of the valve is so much 
less, but a still further reduction in the diameter of the eccentric occurs in 
consequence of using a separate governor shaft, which may be made of 
smaller diameter, instead of placing the eccentrics on the main shaft as is 
usually done. This arrangement which permits the use of eccentrics 
several times smaller than the usual mode, reduces the friction of the 
straps in the same proportion. 

THE VALVES. 

Fig. 11 shows the main valve in plan and section,and Fig. 12 the cut-off 
plan and section. There are three openings in the main valve, corre¬ 
sponding to the three ports of the valve seat. The cut-off valve admits 
steam from one of its outside edges and from corresponding inner edges of 
its two openings. Fig. 13 shows the exhaust valve which has three openings 
but as one of the outside edges admits steam also, there are four ports in 

s 


i 

Fig. 11. Fig. 12. 

its valve seat. It is very important to have in both steam and exhaust 
valves a large opening at the moment they are intended to act, in th e 
one case we wish to get steam into the cylinder as quickly as possible 
without any wire drawing, and in the other to have a full opening for ex¬ 
haust so as to reduce back pressure as much as possible. With an ordin¬ 
ary valve and a single port this can only be accomplished by giving 
excessive lead with its attendent evil of too early release, but in valves of 
the construction just shown having several openings a small amount of 
lead suffices to make a large area of opening and we secure the desired 
result without sacrificing any other advantages. Each end of our cylin¬ 
der is fitted with its own steam and exhaust valves, this is done to make 
the steam passages short and direct, thus reducing clearance, and also to 
admit of a short travel for the valves. We have thus secured all the 
points desired, there is the steam valve with its cut-off and another sep¬ 
arate valve for exhaust; they can be adjusted independently so as to give 
each steam or exhaust valve just the lead or compression that may be re- 




















44 


The Cummer Engine Company. 


quired for successful running. In order to the better attain tnis end 
we make the valves for each end of the cylinder so that they may be 
adjusted independently to secure proper action of the steam at each 



end. We have reduced clearance to a small amount and lessened 
the friction and travel of the valves several times below that attained by 
valves as ordinarily constructed. . 

We do not advocate a balanced valve because, although they are 
undoubtedly good when first made the fact is they do not long remain 
in proper condition, they cannot be kept tight. Our valves are not pro¬ 
vided with special means of balancing, but the power required to move 
them is not great owing to their short travel and small size and from 
having several openings still further reducing the area exposed to steam 
pressure. The exhaust valves have very little friction ; that valve which 
is exhausting is free from pressure and the other one has full pressure up¬ 
on it only up to the point of cut-off and is then relieved as the steam 
expands and its pressure falls. 


THE CYLINDER. 

Such being our valve construction the cylinder is designed to meet 
these requirements. Fig.14 shows an elevation, Fig. 15 a longitudinal sec¬ 
tion and Fig. 16 across section of the cylinder in which appear the general 
features and arrangement of parts. The elevation shows in part-sec¬ 
tion the steam passage with a short length of pipe, and below it the ex¬ 
haust passage. On either side are the steam and exhaust chests; that 
on the right has the cover removed showing steam and exhaust valves. 
The valve stems are also shown, they pass through the steam and exhaust 
passages and connect the valves at one end with those at the other. Fig. 
17 is a cross section through the cylinder in a plane between the centre 
and the nearest end, it shows the steam pipe and passage, and valve stems, 
below is the exhaust steam passage whose position is so isolated that 
very little loss of heat can occur by passing off with exhaust steam. Fig. 
16 is a cross section through the cylinder and its base ; the plane of sec- 




















The Cummer Engine Company. 


45 . 


tion being through the valve chest, shows the steam valve with its cut-off 
and underneath them the exhaust valve sliding in a horizontal plane. 
We make the exhaust valve seat removeable for greater convenience of 
construction and to allow for refacing. Below the exhaust valve is seen 



Fig. 14. 


the exhaust passage and there is also shown the means by which the 
valve is moved ; this consists of a clamp collar which fits the valve stem 
and is provided with a prong coming up through a slot in the valve seat 
and attached to the valve. One-half of the horizontal section (Fig. 15) 



Fig. 15. 


shows the main and cut-off valves for that end with its steam passage. 
The other half is sectioned to show the exhaust valve seat. In this figure 
and also in the cross section (Fig. 16) we see how steam enters the cylinder 
through a three ported seat afterwards uniting to form but one opening 
into the cylinder, and how steam is exhausted through the lower part of 























































































































46 


The Cummer Engine Company. 


this same port which then by one large opening communicates with the 
chest in which the exhaust valve is located. There is no real connec¬ 
tion between the two, however, each valve within its own chest controls 
its own ports, and live steam cannot enter the exhaust. In Fig. 
15 there is a sectional view of one cylinder head, this is inclosed 
by a conical shaped cover fitting air tight, its surface is polished 
so as to look well and prevent radiation, while the air in the interior 
space acts as an excellent non-conductor of heat. The head for the 
opposite end is formed by the inner end of the frame which fits into the 
cylinder and is bolted to its flange. The cylinder itself is covered with 
non-conducting material and the whole inclosed by a neat cast iron 
lagging. 

We make our cylinders of carefully selected iron so as to produce a 



allowance of weight so as to be stiff enough to retain its shape and not 
spring or distort under any strain and also to allow for reboring. The 
valves are carefully scraped to an accurate bearing and being flat are easily 
fitted and remain tight for a long time. Both steam and exhaust valves 
have a constant travel under all conditions and this conduces to equal 
wear, while from the simple construction whenever repairs are needed 
they may be easily made in an ordinary shop with ordinary tools. This is 
a very desirable point. The valve and valve stems as well as the eccentrics 
are provided with means of adjustment so that the desired amount of 
lead and cut-off may be given the steam valves, and the exhaust valves 
set for the desired release and degree of compression. Each valve can 
be adjusted independently of the others so as to act in the most efficient 
manner. In the different cuts it is shown how readilv accessible all the 
parts are both for adjustment and repairs. 
















































The Cummer Engine Company. 


47 


THE MAIN BEARING. 

as already mentioned the main bearing forms part of the same casting 
as the girder frame, Fig. 18 is a section through the bearing and shows 
clearly each part for large engines. The bottom box is of cast iron filled 
with a very hard and tough anti-friction metal, it is planed to fit a place 
of corresponding shape in the frame and follows the alignment of the shaft, 
and when worn out the bearing can easily be repaired or a new box 
slipped into place. For small engines the anti-friction lining is included 
in the casting of the main bearing as shown in Fig. 19 



Fig. 18. 

Side gibs are provided to take up wear, these are adjusted by set 
screws on one side, and on the other side by thin strips of metal which 
extend over the whole flat surface, these prevent the gibs from getting 
out of square which they are liable to do when set screws are used on 
both sides. The boxes are lined with antifriction metal and then having 
the cap bolted on everything is bored out together making a true hole. 
The length of the bearing is twice its diameter and the diameter approxi¬ 
mates one-half the diameter of the cylinder. A large central cavity is 
shown in the cap, this is to be filled with a lubricating compound, and a 






























































48 


The Cummer Engine Company. 


piece of heavy copper wire passes down through the oil hole until it 
touches the shaft. The friction develops a moderate temperature which be¬ 
ing conducted upward by the copper wire, melts the compound and lubri¬ 
cates the shaft. This device works well, but any other of the ordinary 
modes may be used if so preferred. A drip pan shown by dotted lines, 
catches any surplus oil falling from the journal and secures cleanliness. 



Fig. 19. 

CROSS HEAD. 


The cross head is of neat and strong design and suited to the work 
it has to perform. The sliding surfaces are made flat and planed to fit 
the guides, their form admits of easy and exact fitting and are of 
ample surface for the constant pressures coming upon them. When it 
is necessary to make the final adjustment, or afterwards, in order to take 
up anywear, means have been provided to explain which, reference is 
had to Fig. 20 where the gibs are shown in elevation and section. The 
gibs are held in position in both directions by the hooked ends and dowel- 
pins as shown they (the gibs) are adjusted outwardly by means of 
the four taper keys, two to each gib, which appear in both views. These 
keys are square in section and furnish a solid backing for the gibs. The 
















































The Cummer Engine Company. 


49 


figure gives at once a section of the cross head and gibs showing one of the 
keys and its nut, the connecting rod pin, and also one of the dowel-pins 
for holding the gib in position sideways. The piston rod is fitted into 
the boss seen at the left side of the cross head and securely held by 
means of a cotter. The connecting rod pin is placed at the centre of 
the cross head, this is the most favorable position it can have because it 
distributes the pressures from the connecting rod, evenly over the 



at one point or side strain upon the piston rod as is always the case 
where the point of attachment is placed beyond the centre, or overhangs 
the gibs. There is no harm to result if the boss to which the piston rod 
is secured overhangs, because the strains are never sideways, but it is a 
serious defect to place the connecting rod pin outside of the centre as is 
evident upon considering the strains which have to be met. 

THE OUTBOARD BEARING. 



Fig. 21 , 

Besides the main bearing, there is an outboard bearing shown in Fig, 
21 ; It is provided with a heavy cast iron sole plate which rests upon the 
foundation and is securely bolted thereto. The bearing proper rests on 
















































50 


The Cummer Engine Company. 


this plate, the surfaces in contact being planed. Adjustment may be readi¬ 
ly made in either direction, without removing the shaft. The bearing 
and sole plate are bolted together and all are firmly fastened to the foun¬ 
dation. The bearing is lined with anti-friction metal and then bored out. 
Similar means of oiling are used as with the main bearing and there is a 
drip pan at each side to preserve cleanliness by catching any waste oil 
which may escape at the ends instead of allowing it to drip down on the 
foundation walls. 


THE CONNECTING ROD. 


As already referred to in a preceeding paragraph the connecting 
rods on our engines are made so that the distance from centre to centre 
always remains the same after adjusting for lost motion ; the only chance 
for variation will be unequal wear of the boxes. That end of the rod 




attached to the cross head is forged solid, no strap, gib or key being used; 
the adjustment for wear being made by altering a sliding wedge which 
fits against the box and the slotted portion of the rod see* Fig. 22. 

The crank pin end of the connecting rod is fitted with a forged 
strap held in place by two through-going bolts and nuts, making it al¬ 
most equivalent to a solid end. 




































































The Cummer Engine Company. 


51 


The straps and the two brasses are somewhat less in distance than 
that portion of the rod through which the bolts pass, the object of which 
is to permit refacing the inside of the strap in after years when, by reason 
of long wear under heavy loads, there might be so much lost motiun 
between the brasses and the strap as to render such re-fitting desirable or 
necessary. The allowance we make is such that, when the strap is re-fitted 
the brasses can be placed in position without having to distort the strap by 
springing it open to get the new brasses in. The adjustment for wear b 
the same as that described for the cross head end of the rod, see Fig. 2?„ 

The rod and strap are both forged under heavy hammers from select¬ 
ed scrap iron, and are fitted and finished in the best manner. Self act¬ 
ing lubricators are supplied from the best designs we can get. The boxes 
are made from new copper and tin in such proportions as will give the* 
best results under the heaviest loads. 

THE CRANK. 

We use a strongly made cast iron crank which is carefully fitted to 
shaft and forced on by pressure. The crank pin is made of mild steel and 
carefully proportioned. Besides an oil cup on the connecting rod, which 
is the ordinary method used to oil a crank pin, we employ a device shown 



in Fig. 24 This arrangement consists of a tube, connected to the crank 
pin at one end, and at the other carrying a ball whose centre is in a line 
with that of the shaft and it therefore remains practically at rest simply 
turning around without moving out of centre. Holes are drilled in the 

























52 


The Cummer Engine Company. 


crank pin as shown by dotted lines and oil may be introduced into the 
ball when running and is thrown outward by centrifugal force so as to* 
reach the surface of the crank pin. This simple device is an important 
addition for the ordinary method of oiling may give out and as the 
crank pin of an engine is one of those points requiring always to be 
kept well lubricated, any means of accomplishing it with certainty and 
without the necessity of stopping is very desirable. 


THE PISTON. 

The piston is made large enough to give ample wearing surface and 
with sufficient weight and careful distribution of metal to secure strength, 
no extra weight being given for any other purpose. The piston consists 
of three parts, the piston proper, to which is fitted the tapered end of 
the piston rod secured by a cotter, the chunk ring and the follower. 
These parts are all clearly shown in the section. The plan exhibits the 
piston with its follower removed but showing in section the four bolts 
which holds it in place when connected. It will be noticed that the 




piston itself and also the follower are made considerably smaller than the 
cylinder and that the chunk ring is external to these and forms the bear¬ 
ing surface. The chunk ring is turned up so as to be an accurate fit and is 
then adjusted so as to be perfectly central by means of four stud bolts, 
which appear in the plan and section; their outer ends have a conical 
point which bears against the chunk ring while the other ends are tapped 
into the boss of the piston and are provided with jam nuts. The centre 
of the chunk ring is grooved to receive the cast iron piston ring which 
is pressed outwards by several small spiral springs spaced around the cir- 
















The Cummer Engine Company. 


53 


cumference. The positions of these springs appear in the plan and one 
of them is shown in the section. An additional packing is provided by- 
turning two small grooves in the chunk ring on either side of the central 
piston ring. The advantage of using a chunk ring is that, we can make 
.a very exact fit, and by using the central adjustment secure perfect align¬ 
ment, and we obtain a greater wearing surface for the same thickness 
of piston because the chunk ring is the same width as the piston itself 
and bears over its whole surface, whereas in the ordinary form a part of 
the piston, and the follower also, are turned down below size and do not 
bear at all. By this arrangement also, whenever after long wear it be¬ 
comes necessary to rebore the cylinder we have only to turn up a new 
•chunk ring instead of fitting up a whole new piston. 


INTERCHANGEABLE PARTS. 

By our system of manufacture all the parts of our engines are made 
exactly alike for any given size, this enables us to furnish duplicate parts 
at once as we shall always have in stock such portions of engines as are 
liable to wear out, or are most likely to be injured in case of accident. 
This feature will, we are sure, commend itself to all business men as i? 
enables purchasers of our engines to have any part of an engine shipped 
at once upon mention of the part wanted by telegraph or otherwise. 

MAIN SHAFT. 

The main shaft is made of carefully selected scrap iron forged under 
heavy hammers to ensure thorough working. We give unusually large 
dimensions to the shaft itself, and make the bearings long and of large 
diameter. Owing to our arrangement of governor and eccentrics on a 
separate shaft, any repairs or adjustment to these parts may be made 
without disturbance to the main shaft, and there are also other advanta¬ 
ges which have been already referred to elsewhere. 


FLY-BAND WHEELS. 

Our belts for each engine have been calculated to transmit the power 
•developed at the given rate of revolution and a certain surface velocity 
of belt, a liberal factor of safety being provided in the formula em¬ 
ployed. The width of belt and its velocity determines, in each case, 
what size band wheel is to be used, and since a band wheel has gener¬ 
ally to fulfill also the office of a fly wheel, its rim must have the 
weight necessary for good regulation, just as if it were a fly wheel 


54 


The Cummer Engine Company. 


rim, and the weight must be calculated with equal care. Our for¬ 
mula for fly wheels and band wheels is such as to give ample weight 
of rim in all cases; we also make the arms and boss of large dimensions* 
and special care has been taken in the design to provide against initial 
strains in the casting itself, which occur when the metal has not been 
properly distributed. The proportions adopted to secure a strong, reli¬ 
able casting are the result of a large number of experiments, and have 
always given full satisfaction. 

Band wheels proper for each size of engine have been calculated, and 
will be found in the various tables; in general, it is best to adhere te 
these sizes, but if a different size be required to secure a certain velocity 
of line shaft, we will, upon being informed of the requirements, furnish 
the proper sized wheel. It sometimes occurs that a fly wheel or fly-band 
wheel must be made of a smaller diameter than is given in the tables* 
this will, in almost all cases, necessitate a very considerable increase in 
the total weight of the wheel in order to maintain the same momentum 
which we have allowed for the wheel of larger diameter; in all such 
cases we shall make an extra charge for the difference in weight between 
the two wheels. 


FLY WHEEL. 

Fly-Band wheels will be used with most engines, but in cases where 
an engine is coupled directly to the line shaft, a fly wheel is employed 
instead of a band wheel. We will furnish either wheel for the same 
price, one being considered the equivalent of the other. Similar care is 
exercised in their design and construction as with our band wheels; they 
will be found strong and well-proportioned and of great weight of rim,, 
so as to regulate closely as pointed out under the Theory of Fly Wheels. 

COUPLINGS. 

The couplings to connect the main shaft and line shaft of an engine 
employing a fly wheel, will be furnished by us when so desired, or we 
will make only the half coupling for the main shaft; in either case the 
price of couplings is extra. Where couplings are used, the outboard 
bearing must be located far enough inward to give the required space for 
a coupling to be attached. 


The Cummer Engine Company. 


55 


FOUNDATIONS. 

It is important for all classes of engines to have a solid, immovable 
foundation so that, when once set up, the engine may keep all its work¬ 
ing parts in line, so as to work smoothly and without heating, and that 
there may be no springing or tremor under such strains as occur from 
the development and transmission of power. 

Especially do automatic cut-off engines require good foundations,, 
both to support the extra heavy weight and to resist the strains resulting 
from high speed and expansive working. It is always poor policy to 
economize in foundations, and in the case of an automatic engine, one 
may largely sacrifice the advantages which have been costly to secure. 
We have been at pains to give a proper form to the engine frame, to 
have large surfaces to support the weight, and to give all the working 
parts correct proportions and accurate fitting. To secure the advantages 
resulting from careful design and good workmanship it is then highly 
important to supplement them by a good foundation which gives the 
requisite rigidity and preserves the correct alignment required for 
smooth, efficient working. 

A foundation built up of irregular pieces of stone is thought by some 
to be sufficiently good for the purpose, and in localities where stone is 
plentiful, there is a tendency to build them in this way. But in reality 
such rubble masonry makes a very bad foundation, because the irregular 
pieces touch each other only in a few points, instead of having a solid 
bearing over the whole surface, and the interstices are filled in and 
wedged up with smaller pieces of stone and mortar, so that any strain 
coming upon the mass, cannot meet a solid resistance, but throws the 
stones out of place. There is then a kind of re-adjustment of the various 
pieces to each other, but they only remain in this position until they 
meet with another strain. Such foundations are thus continually liable 
to change their form and even jar to pieces, and they never do what is 
required of them, which is to furnish an immovable, solid base. Cut 
stone foundations are not liable to these objections, but they are very 
expensive, and it is, besides, unnecessary to employ them. 

There is no better foundation to be made than one constructed of 
good hard brick, well laid with thin joints of good cement. Founda¬ 
tions such as this are easily and cheaply built, and when sufficiently 
set, are firm and unyielding, being fitted to support all the weight and 
resist without change of form all the strains coming upon them. 

When bricks are not obtainable, a stone foundation must be em¬ 
ployed, and we recommend the following method of construction, which 
does not have the objectionable features of rubble masonry. Take 
good-sized dimension stones and lay up a course dry; point the outside 


56 


The Cummer Engine Company. 


stones with mortar or cement and fill up the interstices between the stones 
in the interior space with gravel, or small pieces of broken stone, but 
preferably gravel where this may be had ; then pour in grout—which is 
a thin mortar made either of cement alone, or cement mixed with one 
to one and a half parts of sand, using enough water to allow the grout 
to flow easily, so as to penetrate the whole mass of stone-work, and then, 
having levelled off the surface, commence laying another course of dry 
stone. Proceed in this way until the foundation is of the required 
height. When well set this makes one solid block of masonry and is 
an excellent foundation when brick cannot be had; it is preferable to 
brick where the soil is wet, and it is good practice also to use concrete 
for that part of a foundation which extends below the water line. 

For that part of the foundation above the ground and upon which the 
cylinder, main bearing, and outboard bearing directly rest, we use large 
solid blocks of cut stone. This is done in order to better distribute the 
weight and working strains over a large surface, which could not be done 
so well if brick alone were used for the whole foundation, because the 
flanges of the frame do not cover so large an area as the stones. We 
specify in all cases where the soil is dry, a plain brick foundation con¬ 
structed as above and provided with solid blocks of cut stone beneath 
the cylinder, main bearing and outboard bearing. The foundation 
stones are solidly set in cement on the brick work, and after lining up 
the engine the spaces between the engine frame and stones are filled 
with melted sulphur. 

The nature of the soil or rock upon which a foundation is to rest, 
and the weight of the engine itself, will determine the character of the 
foundation and the dimensions to be given in any particular case. 
Moreover, the plans have to be made with reference to the arrangement 
of engine, driving belt, and other special requirements for each case. 
We desire always to be made acquainted with all necessary particu¬ 
lars, and will then furnish a full set of foundation drawings suited to the 
requirements. When so requested, these drawings may be sent in ad¬ 
vance of the shipment of the engine. Foundation bolts and anchor 
plates are furnished with each engine. In order to accommodate slight 
variations in the lengths of frames, the bolt holes are made larger than 
the diameter of bolts, 

CONDENSERS. 

A good condenser will increase the economical power of an engine 
from 20 to 40 per cent., or for the same power effect a corresponding 
saving in the amount of steam used and fuel consumed. With an 
engine of any considerable size, a condenser may always be employed 
with economical advantage or we can when desirable increase the power 
of an engine of given size without adding anything to the initial steam 
pressure or boiler capacity. Condensers owe their efficiency to the 




The Cummer Engine Company. 


57 


fact, that they create a partial vacuum on the exhaust side of the piston 
and thus reduce back pressure in proportion to the perfection of the 
vacuum. Atmospheric pressure, such as non-condensing engines work 
against, amounts to 14.7 lbs. per square inch; from 11 to 13 lbs. of this 
may be removed by means of a condenser and is just so much added to 
the mean effective pressure, without any additional cost, except for power 
required to operate the air pump which gives the injection and removes 
the condensed steam and injection water, and, as elsewhere explained, 
the steam necessary to develop this power need not be lost when we em¬ 
ploy heaters. Since a condenser will thus add so largely to the power 
and economy of an engine with but slight additional outlay, we recom¬ 
mend its use wherever a sufficient supply of good water can be obtained 
for injection. 

It is our practice to employ, whenever the conditions will warrant it, 
an independent condensing apparatus; because, the vacuum is had at start¬ 
ing and may always be maintained regardless of the speed of the engine 
or varying temperatures of the injection water; we can use a smaller air 
pump and do not have to operate at all times a larger pump than necess¬ 
ary in order to provide for emergencies; and, the power required to 
operate the pump does not act in any way to disturb the working of the 
main engine. 

The amount of injection water required is from 20 to 25 times the 
quantity fed to the boilers. Water discharged from the condenser has a 
temperature of 100 ° to 115 ° F. A portion of this water may be fed to 
the boiler, but by far the greater part has to run to waste. We may re¬ 
mark in passing, that this is a serious and at present unavoidable source 
of loss, which is, to a greater or less degree common to all steam engines. 
In round numbers if 1100 heat units are contained in one pound of 
steam entering the cylinder, from 900 to 1000 of these units are carried 
off by the exhaust steam and imparted to the condensing water. This ex¬ 
plains why we can only realize a small percentage of the power contained 
in each pound of coal, only about 4 per cent, to 16 per cent, can be 
counted upon and only about 29 per cent, is possible supposing steam of 
90 lbs. to be expanded down to the line of perfect vacuum ; the remaining 
beat is necessarily lost because there is no means by which any further 
expansion and resulting work can be secured. But while the percentage 
of power obtained is low compared with the power which could be 
realized with perfect mechanism extracting all the heat, yet compared 
with the amount of heat which is possible to utilize, it may be shown 
that some of the best types of engines yield about 50 per cent, of the 
highest efficiency; and, future improvements may be expected to in¬ 
crease this figure which is still so far below what may be considered attain¬ 
able. 


58 


The Cummer Engine Company. 


INDEPENDENT CONDENSING APPARATUS. 

This condenser which we use with our engines, is of simple construc¬ 
tion and effective in operation, it is compact and self-contained requiring 
no special or expensive foundation. No difficulty will be experienced in 
applying it to any non-condensing engine, the attachments are all easily 
made while the small amount of space occupied permits it in most cases 
to be placed beside the main engine and where an engine room is small,, 
the condenser may be placed below the floor in such position as to be 
easily accessible. The condensing apparatus it will be seen is a modifi¬ 
cation of a Deane pump, only instead of pumping water alone, we pump 
both water and air, together with any vapor that may be in the condenser. 



Fig. 27 . 


Whenever the height from the surface of water in the well, or other 
body of water from which the injection is taken, to centre of injection 
does not exceed about 20 feet, there is no separate pump for injection 
required, for as a vacuum is created in the condenser the atmospheric 
pressure forces the water into the condenser, where it enters in the form 
of fine spray. 




















The Cummer Engine Company. o& 

Referring to Fig 27, the condensing apparatus is shown ready for 
attachment. At the right is the steam cylinder and to the left is seen 
the air pump above which is placed the condenser which is of cylindrical 
form. Two large side openings provided with flanges will be noticed, 
one in the air pump chamber, the other in the condenser. The upper 
one is to connect the condenser with the main engine exhaust pipe, 
while the lower one is for attaching the pipe which discharges the con¬ 
densed steam and injection water and any air or vapor that may be in 
the condenser. There is a corresponding opening on the opposite 
side of the air pump, either one of these may be used for discharge as- 
may be most convenient and the other one closed by means of a plate 
bolted to the flange. Injection water enters at the top of the condenser; 
there is shown a flange, above the side opening which admits the exhaust, 
and to this flange is attached the injection pipe. Exhaust steam from 
the steam cylinder on the right, enters the condenser through an in¬ 
clined pipe running upward towards the left. There is a small pipe pro* 
vided to inject enough water to condense this exhaust steam when the 
apparatus is starting. Having now described the essential parts, their 
action is as follows :—The air pump creates a partial vacuum in the con¬ 
denser and exhaust pipe and passage, so that exhaust steam flows in with 
but very little resistance from back pressure. It is then met by a spray 
of finely divided water and is instantly condensed in which condition it 
is removed together with the water used for injection, by the further ac¬ 
tion of the pump and discharged to a hot well. Feed water may be 
drawn from this well if desired and the remaining water allowed to run 
away, if no further use can be made of it. 

There is provided a safety attachment which prevents any water from 
reaching the cylinder in case the condenser should become flooded. The 
device works automatically in such a case and allows the exhaust to go to 
the atmosphere, while at the same time the vacuum is destroyed, it thus 
effectually prevents accidents such as sometimes occur when a condensing 
apparatus has no such provision against them. 

We make a slight change in the above arrangement of condenser, in 
cases where we wish to get a high temperature of feed water, when using 
a condensing engine and employing two heaters in accordance with what 
has been already said in the article on feed water heaters. In this case, 
exhaust steam from the engine is led into a heater and thence passes 
through to the condenser, while the pipe which conveys exhaust steam 
from the pump is not allowed to communicate with the condenser at all 
but is connected with the second heater. Thus we take advantage of the 
high temperature of exhaust steam coming from the steam pump, which 
is now non-condensing, and make it yield further heat to feed water which 
has passed through the first heater but still has a lower temperature than. 


60 


The Cummer Engine Company. 


exhaust steam from the pump because exhaust steam from the main 
engine is much below atmospheric pressure.. These changes cause but a 
very slight modification of the above arrangement for condensing appar¬ 
atus, while the resulting economy is great, and we strongly recommend 
this arrangement. An independent condensing apparatus such as above 
described is what we prefer to use with all important engines, but in other 
cases where a cheaper form of condenser is wished, we manufacture and 
furnish a condenser which may be attached directly to the main engine, 
its price while considerably less than the other independent arrangement 
is not enough less to recommend its employment with engines of any 
considerable size or importance, although for small and inexpensive 
engines, such a condenser adds much to the efficiency at very small cost. 
We shall not have space in this issue to illustrate by cuts this form of con¬ 
denser, but its simple construction may be easily understood. The con¬ 
denser consists of a cylindrical cast iron vessel, within which and at one 
side is cast the air pump, having fitted to it a bucket plunger with a 
trunk passing up through a large stuffing box and operated by a connect¬ 
ing rod attached close to the plunger. A condenser of this form is self 
•contained and requires but very little space, it may be placed in any 
convenient position and need never be set below the floor level. The 
plunger having a trunk and short connecting rod, we may place the con¬ 
denser under the main shaft and drive by means of an eccentric or we 
■can drive from a disc crank on the end of the main shaft, by a belt from 
;a pulley or any other arrangement that particular requirements may sug¬ 
gest. Where engines work at high speed which is unfavorable to the 
action of a condenser as ordinarily constructed, we have devised a special 
form of air pump, which may be given as rapid a reciprocation as the 
engine itself and still work smoothly and quietly to the entire satisfaction 
of ourselves and to those using our engines. 

To facilitate the selection of a condenser, there is given, among the 
tables under each class of engines using independent condensing appa¬ 
ratus, a table which shows the proper condenser to use with each engine; 
the sizes are designated by letters as A, B, C, &c., from which letter, all 
the necessary dimensions may be found, by reference to the table of 
Independent Condensing Apparatus. 


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62 


The Cummer Engine Company. 


AN AUTOMATIC ENGINE ABOUT EQUAL IN PRICE TO A PLAIN 
SLIDE VALVE ENGINE OF EQUIVALENT POWER, EACH 
ENGINE FURNISHED WITH ITS OUTFIT COMPLETE. 

It is sometimes questioned by manufacturers whether there will be 
enough saving in fuel to warrant replacing an engine of ordinary con¬ 
struction with a high grade automatic engine. We will endeavor to 
make this matter clear and to show not only considerable economy in 
coal consumption by using an automatic engine, but also for the same 
power a first cost for the whole outfit which is but very little if any more, 
and in some cases even less, than the cost of an outfit for an ordinary 
engine. This seems improbable at first sight, but it is nevertheless true ; 
and, it results mainly from the fact that with an automatic engine we 
can use a higher pressure of steam and get it into the cylinder at nearly 
full boiler pressure so that for a given power, with an automatic engine, 
a smaller engine and cylinder may be used, and, in consequence of in¬ 
creased economy in the use of steam, we can use much less boiler power 
and still have all we want for the engine. 

With a plain slide valve engine we cannot use a high boiler pressure 
and of this pressure only about f is available in the cylinder in consequence 
of throttling and the improper proportions many makers give their valves 
and ports. Frequently the boiler pressure is reduced more than 50 per 
cent before it reaches the cylinder, as is daily shown by indicator cards 
from throttling engines. Such engines having no special means of cut¬ 
off have only a limited rate of expansion and hence the low economy 
resulting from these combined causes, as well as the lower horse-power 
which they develop. Now for the sake of comparison we will take one of 
our automatic engines Class B, and compare it with a plain slide valve 
engine, not of our own make, but selected from the catalogue of a prom¬ 
inent maker of good reputation. The automatic engine of ours which we 
will select, as it is a medium size, is a 14x24, the revolutions per min¬ 
ute are 140, steam pressure 90 lbs. developing 101 horse-power when cut. 
off at f stroke and 121.2 horse-power at f cut-off. The slide valve engine 
is also 14x24, revolutions 115, steam pressure 75 lbs. of which for 50 
lbs. is available, point of cut-off f stroke, horse-power developed 92.8. 

From these data we calculated the pounds of water required to be 
evaporated for each engine to furnish the steam for the respective horse¬ 
powers per hour. 

The quantity of water is as follows j— 

Automatic f cut-off requires 2361.57 pounds of water per hour. 

“ i “ “ 2801.95 “ “ “ “ “ 

Plain slide va^ve f r “ 3130.108 “ “ “ “ “ 



The Cummer Engine Company. 


63 


These figures divided by the horse-powers corresponding to \ and 
f cut-off give the pounds of water required for one horse-power per 
hour, or for the different cut-offs, 

\ cut-off requires 23.381 lbs. water per horse-power per hour, 

i “ “ 23.118 “ “ “ “ “ “ “ . 

a u 33 729 “ (i (l l( fe « li 

Since one pound of coal will evaporate 8 lbs. of water, the coal re¬ 
quired per horse-power per hour is for, 

\ cut-off with automatic engine, 2.9226 lbs. 

J “ “ “ “ 2.8897 “ 

f- “ “ plain slide valve, 4.2161 u 

These figures correspond to a saving in coal by using an automatic 
engine of 30.7 per cent., with a cut off at \ and of 31.5 per cent., with a 
cut-off at \ stroke, which is a decided economy. The cut-off at £ 
shows the higher saving, because there are considerations which come in 
to modify the figure for theoretical economy for a cut-off at J, and it 
will be better to take a cut-off at £ as the more economical point, with a 
saving of 31.5 per cent. The coal required per day of ten hours for 
such an engine as the plain slide valve above is 1.9562 tons, and for one 
year of 300 working days 586.86 tons ; an automatic engine would save 
nearly one-third of this amount. 

In reality engines of each class consume more coal per horse¬ 
power per hour than the above figures show, because our calculation 
leaves out of account internal condensation and various small sources of 
loss which in the aggregate will modify our figures. A consumption of three 
pounds of coal of good quality per horse power per hour is a very good 
economical result, and with coal of poor quality the number of pounds 
becomes proportionately increased. But inasmuch as we have made the 
same assumptions for each engine the comparative result is the same; if 
it requires 3-J pounds of coal for an automatic engine, then an ordi¬ 
nary engine will consume or 5 pounds, the percentage remaining un¬ 
changed. 

We have in several cases replaced ordinary slide valve engines by our 
own automatic engines, and effected a saving of 50 per cent., so that the 
above figures are much less than results obtained in actual practice* 
There has been an undue advantage given to plain slide valve engines in 
the above calculation; they will generally be found to cut-off later than 
j- stroke, and to suffer much more loss of pressure by throttling than we 
have assumed to be the case. In general, there is a saving of from 30 
to 50 per cent., and we may safely say that there is a difference of 40 
per cent, between the amounts of coal consumed by these two classes 
of engines. The saving in coal, however, is not the only consideration. 


64 


The Cummer Engine Company. 


When we reduce the water required to be evaporated per horse-power 
per hour from 33.7 pounds to 23.1 pounds, it means that much less boiler 
capacity is required, and we save on the first cost of boilers. While we 
allow 15 square feet of heating surface to a horse power in ordinary 
engines, we only allow 10 square feet for an automatic engine. For a 
case where an automatic engine is used to displace a plain slide valve 
engine, and the same boilers are retained, there is an incidental advan¬ 
tage resulting from the less evaporation of water required. If a boiler, 
by reason of the increased economy of the engine, is called upon to 
evaporate 30 to 50 per cent, less water to supply a given power, it will 
follow that 30 to 50 per cent, less scale is deposited in the boiler. The 
life and safety of the boiler is thus increased, and the necessary care de¬ 
creased ; but, while this is a very important matter, we will not further 
consider it in the comparison which we are here making. In our cal¬ 
culation of economy, the 14x24 plain slide valve engine was found to 
yield 92 horse-power; this rating gives every advantage in point of 
economy to the plain slide valve engine. But such engines are not pro¬ 
portioned throughout with sufficient strength to develop so great a 
power, and they are rated by most makers at about 60 horse-power. In 
order, then, to make a fair comparison between the cost of an engine and 
boiler of each class, to furnish a given power, we will take the engine at. 
its rated power of 60 horse, and provided with such a boiler, taken from 
the list, as the maker considers proper. We will then select an automatic 
engine of as nearly as possible equivalent power; this will be an 11x20 
Class B engine, which, at £ cut-off, with 90 lbs. steam, gives 66 horse¬ 
power; and we will take from the same manufacturer’s list a suitable 
boiler for this engine. The prices of plain slide valve engines, and of 
boilers, vary with different makers ; but we have taken an average price, 
so as to make a fair comparison of the cost of a complete outfit for each 


class of engine. 

Cost of 11x20 automatic engine.$1550.00 

“ 1 Tubular Boiler 48" x 14 feet front, &c. .. 825.00 

Cost of whole outfit...$2,375.00 

Cost of 14 x 24 plain side valve engine ..$1,200.00 

44 1 Tubular Boiler, 60" diameter, and 

12 feet long, front, &c. .. 1,030.00 

Cost of whole outfit ...$2,230.00 

RESULTS OF CALCULATIONS. 


To summarize the results of the foregoing calculations we may say 
that for medium or large powers, with engines of the two types just con¬ 
sidered, an automatic engine with its outfit may be furnished for the 
same or but slightly increased cost as that for a plain slide valve engine of 
equivalent power with its boilers. The cost may sometimes be even less, 
while the saving in coal amounts to from 30 to 50 per cent. 









The Cummer Engine Company. 


65 


PISTON SPEED. 

The piston speed of an engine is the distance in feet which the piston 
travels in one minute, and is, therefore, the product of the number of 
revolutions per minute by twice the stroke in feet. With small engines 
which have a short stroke, a high piston speed is had by adopting a high 
rate of revolution, while with the larger, long stroke engines the number 
of revolutions need not be nearly so great to secure the same speed. 
Thus, with our engines, a 6 x 12 engine has 200 revolutions and a piston 
speed of 400 feet per minute, while a 24x48 has 81 revolutions and a 
piston speed of 650 feet per minute. Piston speed, thus depending upon 
the length of stroke and rate of revolution, has to be determined with 
reference to each of these factors; for a certain piston speed, we may 
vary either the number of revolutions per minute or the length of stroke. 
But it is not good practice to go to an extreme variation in either direc¬ 
tion ; on the one hand, we must avoid an excessive rate of revolution, 
because then the influence of such reciprocating. parts as the piston, 
connecting-rod, &c., has an injurious effect, besides the wear and tear 
and danger of breakdown, which is always a source of anxiety with 
engines having a high rate of revolution; while on the other hand, with 
large engines, where a long stroke and a slow revolution suffices to give 
a high speed, the long stroke makes necessary a very long frame and the 
low rate of revolution also, does not allow so well for proper regulation 
of speed. So it will be apparent that the size of an engine must be con¬ 
sidered in determining what speed to give the piston. A high piston 
speed together with high rotative speed is desirable for several reasons; 
we can obtain in this way great power from moderate sized engines, and, 
since we must use considerable expansion for proper economy, a high 
speed is favorable to this in two ways: In the first place, it corrects, to 
a great extent, the evil of internal condensation, which is such a serious 
loss where much expansion is used, since it allows only a short time for 
the metal to part with its heat; and in the second place it permits a bet¬ 
ter provision to be made to meet the extreme variations in pressure which 
occur with expansive working; some means must be adopted to absorb 
the excessive pressure at the beginning of a stroke, and yield it up 
again when, later on, the pressure falls, and a high speed, which gives 
great momentum to the fly wheel without requiring excessive weight, is 
better adapted to do this than a slow speed. But it must be borne in 
mind that while, theoretically, a high piston speed and high rate of re¬ 
volution is advantageous, there are practical considerations which limit 
their employment to moderate rates. We do not use, with our engines, 
an extremely high speed, but such moderate piston speeds as from 400 
feet to about 650 feet per minute, and a rate of revolution of from 81 in 
our large sizes, to 200 in our very small sizes. 


66 


The Cummer Engine Company. 


The speeds given in our tables we believe to be the best and most 
economical as regards first cost, subsequent repairs and consumption of 
fuel, and they may be depended upon for safe, satisfactory working. But 
we are not, by any means, obliged to confine ourselves for successful work¬ 
ing to the speeds mentioned; our construction of engine and governor, our 
positive valve motion, and especially the fact that we make the reciprocat¬ 
ing parts as light as consistent with proper strength, gives altogether such 
a combination that there is no limit whatever imposed upon the speed 
within a very wide range. Hence we are not under the necessity of ad¬ 
vocating either high speed or low speed, in order to set forth the merits 
of our engines, because they will work well at any speed. We can there¬ 
fore suit our customers and the requirements of each case. Our engine 
will run as fast as any high-speed engine and give satisfaction, or it may 
be run as slowly as the slowest rate of any other make and still work suc¬ 
cessfully. If a great deal of power is wanted from a small engine, we 
can supply one of our smaller sizes and run it at a high speed, or, if the 
conditions are such that high speed is not permitted, we can give the re¬ 
quired power with a larger engine run at a slower rate. 

INFLUENCE OF RECIPROCATING PARTS AT HIGH SPEEDS. 

We may meet the variations of pressure which occur from expansive 
working in either one of two ways, by making the reciprocating parts 
very heavy so as not to need a heavy fly wheel, or to make the reciprocat¬ 
ing parts as light as proper strength permits and depend solely upon the 
inertia of a heavy fly wheel to absorb and dispense the excess of power. 
In order to understand these two modes it may be well to briefly examine 
the principles upon which their action is based. By reciprocating parts 
is meant the piston, piston-rod, cross-head, connecting-rod and attach¬ 
ments, and, where these parts are designed to furnish a store of energy 
they are made unusually heavy, are given a high velocity and by oppos 
ing a resistance to the high initial steam pressure at the beginning of a 
stroke and giving out a pressure at the latter part of a stroke, the tend¬ 
ency is to equalize the variations of pressure caused by expansion with 
high pressure steam and an early cut-off. This effect is easily understood, 
a piston it is well known has a variable velocity; starting from rest at 
the commencement of a stroke it gradually increases to its maximum 
speed at mid stroke and then gradually decreases in velocity until brought 
again to rest at the end of a stroke. But in order to move a heavy mass 
from a state of rest and give it the variable accelerated motion and high 
velocity at mid stroke which a piston has, it is necessary to continually 
exert a variable force; and to bring the mass to rest again there is given 
out a resistance to being retarded, which is also variable, and corre¬ 
sponds to the force which first set the weight in motion. Now, the force 


The Cummer Engine Company. 


6V 


required to give our reciprocating parts their accelerated motion, is 
taken from the steam pressure or from the stored energy in the fly wheel 
and is, therefore, just so much subtracted from the effort to move the 
crank at the commencement of a stroke, while the resistance opposed by 
the reciprocating parts to being brought to rest, is expended in pressure 
to move the crank during the latter half of a stroke. 

For a certain steam pressure, cut-off and rate of revolution, it is pos¬ 
sible to so fix upon the weights of moving parts that the pressures on the 
crank pin become nearly equalized, but these weights are correct only 
for the conditions taken; if the steam pressure, cut-off or speed varies, 
the engine will not work smoothly. Moreover, it is a very nice calcula¬ 
tion to correctly apportion the required weights, and when we depend up¬ 
on this means of regulation, we are obliged to use a combination of great 
weight and high speed, this introduces a disturbing influence which 
designers generally seek to avoid. Whenever there is rapid reciproca¬ 
tion in machinery, it means considerable jar and shock, which may be 
diminished by keeping within reasonable speed and having the moving 
weights as light as possible, but here we find the difficulty purposely ag¬ 
gravated and the effect cannot but be injurious ; especially is this the case 
with small engines which necessarily have a high rate of revolution, and, 
it is well known that small engines constructed upon this plan are unsuc¬ 
cessful. This system of regulation requires that we move a heavy weight 
from a state of rest, give it a high velocity and then bring it to rest again; 
and, when this has to be done 300 to 600 times a minute, it is evident 
that a serious strain is brought upon an engine and that the risk of break¬ 
down becomes very much increased. It may be seen also, that the re¬ 
sistance which the piston and connections opposes to being set in motion 
at the beginning of a stroke, can be great enough to absorb the whole 
steam pressure exerted at this point, and although this pressure is given 
back later on, yet such a state of things sometimes causes very irregular 
action. Weight in the reciprocating parts is really an evil which is only 
increased by making them unnecessarily heavy and giving them a high 
speed. A familiar example of this is seen in the locomotive which, for 
passenger traffic is a high speed engine, the revolutions per minute are 
350 and upwards, but so great is the strain exerted upon the crank pin, 
connecting-rods and side-rods, from such rapid motion, that accidents 
have frequently occured, and the effort is made to keep the reciprocating 
parts light and as strong as possible. The same thing should be done 
with stationary steam engines, for, although a regulation can be effected 
by rapidly moving and heavy reciprocating parts, yet this regulation is 
only partial and imperfect, besides having decided disadvantages; we can 
accomplish all that is desired by means of a fly wheel alone and introduce 
with it no disturbing element to regular action. 


68 


The Cummer Engine Company. 


THEORY OF FLY WHEELS. 

When a fly wheel is used, instead of having heavy weights moving 
back and forth with a variable velocity, there is a wheel with a heavy 
rim revolving continuously in the same direction with great velocity and 
thus storing up a large amount of energy. The work done by the steam 
at the commencement of a stroke, in excess of the mean work, is so 
small compared with the energy stored in the fly wheel, that no great in¬ 
crease in velocity can take place : the fly wheel simply absorbs the excess 
without a perceptible increase of speed. A similar state of things exists; 
at the latter part of a stroke, when the steam pressure has rapidly fallen 
and less work is done ; the fly wheel then yields up a part of its energy 
to supply the deficiency and still does not visibly retard its speed. The 
varying effort of the crank pin and the varying resistance of the load is 
also met in the same way, and the result is to approximate very closely 
to a uniform tangential pressure upon the crank pin, with only very 
slight variations in the velocity of the fly wheel. Just at this point comes 
in the office of the governor, for the slightest change of speed is in¬ 
stantly met by a change in the point of cut-off and standard speed re¬ 
stored. But it is important to have a fly wheel so proportioned that it 
does not admit of any sudden or great change of speed. If the rim is 
not heavy enough, any slight change of pressure or load causes consid¬ 
erable change of speed, and when the governor acts to correct this, there 
is caused a variation in the other direction ; thus with a sensitive gover¬ 
nor and a light fly wheel, there is a continual and quite unnecessary fluc¬ 
tuation of speed. This does not occur with such weight of rim as we 
have adopted with the fly wheels for our engines ; with them the permis¬ 
sible variation from standard speed is very small, and we depend upon 
our governor for the rest of the regulation ; the result is an engine 
which varies less from a fixed number of revolutions oer minute than any 
other now in the market. 

FLY WHEEL DIAGRAMS. 

As a matter of interest in connection with fly wheels, we have made 
some diagrams which show the variations of power, above and below the 
mean work done in a revolution, with a steam pressure of 90 lbs. and a 
cut-off of J stroke in one case, and a cut-off of jj stroke in the other. 
The mode of constructing these diagrams is very simple and may be 
briefly explained: 

We constructed an ideal diagram, such as Fig. 28, for steam at 90 lbs.,, 
cut off at * stroke, and then expanded to the end. The length of the dia¬ 
gram representing the stroke, we may construct a semi-circle upon this 
line and divide the half circumference into equal parts, representing suc¬ 
cessive positions of the crank; if the connecting-rod be infinitely long,, 


The Cummer Engine Company. 


69 


lines drawn from these points, at right angles to the base line, will give 
the corresponding positions of the piston, and, being ordinates of an in¬ 
dicator diagram, will show by their length the pressure upon the piston 
for each of these positions of the crank. These pressures, however, are 
not just those which propel the crank; it is the tangential pressures upon 




the crank which we desire to have; these are different for each angle of 
the crank with the line of centres; and, since in practice the connect¬ 
ing-rod has a definite length, its modifying influence must be allowed 
for. We made then a table of tangential pressures for forty equal divisions 









70 


The Cummer Engine Company, 


of the circle, supposing the radius to represent a pressure of one pound 
per square inch on the piston, and allowed for a connecting-rod of six 
cranks’ length. Then from the diagram was found the effective steam 




pressures corresponding to each crank position, which, multiplied by the 
tangential crank pressures for one pound pressure on the piston, gives 













The Cummer Engine Company. 


71 


the tangential pressure for each division, with 90 lbs. initial steam pres¬ 
sure, and, the various effective pressures for successive points as taken from 
the diagram. Referring to Fig. 29, the inner circle has a diameter equal 
to the length of the diagram, and it is divided into a number of equal 
parts, and radial lines are drawn extending beyond the circle; upon 
each line is laid off the‘the corresponding tangential pressure, and the 
extremities joined by a line makes the curve a b c, starting from a, where 
the pressure is 0, and ending at c, where the pressure is also 0. The re¬ 
turn stroke gives a corresponding curve, c d a. We now find the mean 
tangential pressure, which is, of course, the average of all these other 
pressures, and represent it by the outer circle. It will be seen that the 
area enclosed between the two circles represents the work done in 
a revolution; also that the sum of the areas included between the 
two curves, a b c, c d a and the inner circle, represents the same 
work. These two curves cross the circle of mean pressure, a part 
of the curve being above, and a part below the line; for that part 
of a revolution where the curve extends above the circle, the work 
is in excess, and for that portion where the curve goes below, there 
is a deficiency of work done. Two phases of a revolution show an ex¬ 
cess, and two phases a deficiency, and the excess balances the deficiency 
for a whole revolution, as we find on calculating the areas. Comparing 
the whole excess or deficiency with the work done in a revolution, which 
is represented by the mean pressure on the crank pin, exerted through 
360°, or the complete circle, we find a variation of 37.5 per cent, for a 
whole revolution. If we take the greatest area, which is the excess dur¬ 
ing the first quadrant, and compare it with the work for a stroke, or a 
half revolution, we have a variation of 45.4 per cent. Similar diagrams, 
such as Fig. 30 and Fig. 31, were constructed for 90 lbs. steam pressure 
and a cut-off at l stroke; these give a mean variation of work above the 
average of 29.2 per cent., and a maximum variation of 32.8 per cent. 

If our practice was to use heavy reciprocating parts and excessively 
high speeds, these figures would have to be modified in accordance with 
what has been previously stated about the influence of these parts at high 
speeds; but since these parts are made light, and moderate speed is 
adopted, with a cut-off at about l, we may take a variation of 40 per 
cent, as about right for the conditions; and, the formula we have con¬ 
structed for fly wheels provides that, with a variation of 40 per cent 
above the mean work done in a revolution, there shall be only of a 
revolution variation in the speed. We do not mean from this that our 
engines show anything like this variation in speed when working, but 
only that such a limit is established for the fly wheel, and, that these fluc¬ 
tuations, together with such as occur in the load, are controlled by the 
governor so as to secure an unusually steady speed for the engine. 


72 


The Cummer Engine Company. 


IMPORTANCE OF A STEADY POWER FOR FLOURING MILLS. 

While with electric lighting the importance of a steady speed is so 
well recognized that the remarkable uniformity of the Cummer Engine 
at once favorably recommended it and has secured its adoption by several 
of the Electric Light Companies, and while with cotton and woolen mills 
a high grade automatic engine is invariably employed because of the im¬ 
perative necessity for uniform motion, it is no less important that the 
engine for a flouring mill should have a very regular speed, although the 
necessity may not be so clearly seen as in the other cases mentioned. 
Milling is now a great industry, and with growing competition and 
better methods, any means of securing a better product and at less cost 
is worthy of attention. For economy in power a high grade engine must 
be used, and for uniformity of product and economy of manufacture 
(good and uniform grades and good yields,) a regular speed is of the 
greatest importance. The separation of the product from the rolls into 
different grades and from impurities, is now largely effected by means of a 
blast, and, the perfection of the operation of this blast is much more de¬ 
pendent upon the speed of the engine than is ordinarily imagined. The 
blast and slides once adjusted and everything working properly, the process 
will go on regularly so long as the same speed is maintained, but just as 
soon as the speed changes, the grade of the flour and the richness of the 
middlings, bran and other impurities wdl be affected ; we get either less 
flour, or flour of poorer quality, unless the slides are re-adjusted. But it is 
impracticable to change the slides for every variation of speed, and these 
variations might not always be noticed though none the less producing 
an injurious effect. These facts though, and their importance are gen¬ 
erally understood by the intelligent miller, and he will also assent to the 
statement that the engine which while saving in fuel comes also the 
closest to absolute uniformity of speed, is the one which will make the 
most flour of the most uniform grades and at the least cost. 

For large mills, making from 500 to 1000 barrels ot flour a day, an 
engine of unusually good economy will effect a very great saving, and, the 
consideration of whether 20 or 30 pounds of coal is to be used to pro¬ 
duce a barrel of flour, becomes an element in the cost of production 
which it does not pay to disregard. An engine of the highest grade 
costs more money, but the great economy of fuel so secured makes it 
profitable to employ one in a large mill, where considerable power is re¬ 
quired, rather than to use a lower priced but more wasteful engine. For 
large mills we recommend a compound condensing engine, steam jack¬ 
eted, and provided with every means to prevent loss of heat; we will 
undertake to furnish an engine of this kind which will produce a barrel 
of flour for each 20 pounds of coal consumed, and, even better results 
than this may be expected from such an engine. 


The Cummer Engine Company. 


73 


STEAM JACKETS. 

There is a decided economy derived from using a steam jacket, 
although the advantage has no doubt been frequently overrated. The 
prejudice in some minds against them results sometimes from an imper¬ 
fect understanding of the subject, and, sometimes from an unfortunate 
experience with a steam jacket which has not been properly applied. 
When a steam jacket is correctly used, the space between it and the 
cylinder is kept filled with steam at boiler pressure; exhaust steam will 
not do because it has too low a temperature; nor may there be any 
•communication whatever with the inner steam cylinder without losing 
the advantages sought. It is highly important also to make proper 
provision to draw off the water formed by steam which condenses in the 
jacket; and this water should for economy be led into the heater, and 
its heat returned to the boiler. A steam jacket may be rendered well 
nigh useless if water is allowed to accumulate and remain in contact 
with the cylinder, the space must be kept filled with live steam. 

The reason some engine builders have failed to secure economy with a 
steam jacket is, that points such as those just noted have been either not 
fully understood or else they were neglected. In some cases which have 
come under our notice, there has been an intentional communication 
between the steam jacket and the engine cylinder; in many other cases, 
failure has resulted in consequence of having cracked cylinders, which 
caused unwittingly the same bad effect. We are thoroughly familiar with 
the proper and necessary construction for steam jacketing, and have in¬ 
variably met with full mechanical and economical success, whenever we 
have used this invaluable adjunct in our practice. 

With compound engines a steam jacket should invariably be used for 
both high pressure and low pressure cylinders. Considerable economy 
also results when a steam jacket is applied to a single cylinder engine 
whether condensing or non-condensing, the advantage however being 
less marked with the latter than with condensing engines. The size and 
importance of an engine will of course largely determine whether a 
jacket may profitably be attached. 

A steam jacket is designed to prevent those losses from initial con¬ 
densation and condensation during expansion which occur in an un¬ 
jacketed cylinder when much expansion is used, thus giving rise to ex¬ 
treme variations in temperature. These losses become greater as the 
grade of expansion increases, and there is a point beyond which expan¬ 
sion even with a jacketed cylinder ceases to be economical. To under¬ 
stand how a steam jacket acts to prevent initial condensation and con¬ 
densation during expansion, we will consider what takes place with steam 
in an ordinary cylinder. When steam is first admitted to the cylinder, 


74 


The Cummer Engine Company. 


it meets with surfaces which have been cooled by communication with 
the condenser; no work can be done by the entering steam until the 
metal of the cylinder attains the same temperature as the steam, and, 
condensation must take place until an equality in temperature is estab¬ 
lished. After cut-off* there is a further condensation, because, whenever 
dry, saturated steam expands doing work, a portion of it becomes liqui¬ 
fied. Thus, in an unjacketed cylinder, these two causes operate to 
bring about the presence of a quantity of water, which is deposited as a 
film of moisture on the interior surfaces, and is also dispersed through¬ 
out the whole body of steam in the cylinder. Part of the sensible heat 
of this water is given up to the steam while expansion is going on, and part 
of the water itself is re-evaporated as the pressure falls, and thus allows 
steam to be generated at a lower temperature and pressure; but, the 
larger part is still present as moisture when the exhaust valve is opened. 
At this moment then the cylinder is filled with wet steam and a quantity 
of water which has not been able to evaporate; but, just as soon as the 
valve opens the pressure is relieved, and the water then passes into steam 
of a pressure corresponding to that in the condenser abstracting from the 
cylinder as it does so, a large part of the latent heat necessary for evap¬ 
oration ; the wet steam also, which is an excellent conductor of heat, 
expands into the condenser, and takes away a large quantity of heat 
from the cylinder. Now this clearly is all lost heat, because no useful 
effect whatever is produced by the steam so condensed, and the cylinder 
is cooled much more during exhaust than would be the case if no water 
were present but only dry steam. It is necessary also to again heat up 
the cylinder before any motion can take place for a return stroke and the 
heat so needed must come from the entering steam, causing a portion of 
it to be condensed. 

For the best economical working, then, it is plainly necessary to pre¬ 
vent, as far as possible, any condensation of steam either at the period 
of admission or during expansion. High speed, which allows but a very 
short time for any transfer of heat to take place is a very excellent way 
to lessen loss from this cause; but, principally may we prevent loss from 
condensation by using a steam jacket. When a steam jacket is employed 
the cylinder is kept always at the same temperature, which is at least as 
high as that due to the initial steam pressure. In this way there is no 
initial condensation, nor is there any condensation during expansion, 
since the quantity of heat which disappears doing work is supplied by 
the jacket, and the steam is kept saturated. At the time of exhaust 
opening when connection is made with the condenser, the steam expands 
as before, but it is now dry, saturated steam, which receives and parts 
with heat slowly, so that it does not abstract as much heat from the 
cylinder when expanding into the condenser, as did the wet steam in 


The Cummer Engine Company. 


75 


the former case ; there is also no water or moisture in the cylinder to 
be re-evaporated as soon as pressure is relieved, and so although the steam 
jacket does supply enough heat to prevent liquifaction, and also heats up 
the cylinder from the temperature due to the exhaust to that of the en¬ 
tering steam ; yet, this quantity of heat is much less than that which is 
extracted when the cylinder is unjacketed. 

It is not correct to say that steam in the jacket is condensed without 
doing any work, it does perform work because the heat units supplied 
correspond to that heat which disappears for the performance of work in 
the engine, and which causes liquifaction in an unjacketed cylinder; there 
is also supplied the quantity of heat required to makegood that extracted 
during exhaust, and which otherwise would be just so much taken from 
the effective work of the steam in the engine. Recent experiments 
made with engines both jacketed and unjacketed, have shown a sav¬ 
ing of from 6 to 18 per cent., according to the grade of expansion, in 
favor of jacketed cylinders. For ordinary cases we may count upon 
securing an economy of about 10 to 12 per cent., and this with large en¬ 
gines is of enough importance to warrant the use of a steam jacket. 

COMPOUND ENGINES. 

Opinions differ in regard to the utility of compound engines, but 
in spite of the objections sometimes urged against them, they have grown 
into favor especially of late years and now there are very few large mar¬ 
ine engines or large engines for water works or in other situations where 
high economy is desirable, which are not constructed upon the com¬ 
pound system. In large cotton and woolen mills, flouring mills and 
all places where considerable power is required it will be found advisable 
to use a compound condensing engine, since this gives when properly 
designed the highest economical results; we recommend these engines 
for such requirements and are prepared to construct them when desired 
by our customers. We have had a large experience with this class of 
engines and have secured marked economy in many cases where com¬ 
pounding has been used. We purpose publishing later same data derived 
from actual practice which will show very clearly the economy of com¬ 
pound engines, such as we have constructed. 

The increased economy resulting from using a compound engine is 
mainly in consequence of the higher expansion which may thus be secured. 
With a single cylinder engine there is an early limit to economical ex 
pansion beyond which it does not pay to go. But to obtain the highest 
economical results it is necessary to get more work out of the steam than 
this limited range allows, and, it is just at the point where expansion in 
a single cylinder ceases to be profitable, that a second cylinder may be 


76 


The Cummer Engine Company. 


employed to carry the expansion further. The serious loss by internal 
condensation and re-evaporation in a single cylinder engine using high 
expansion is in consequence of the great range of temperature between 
that due to steam of initial pressure and the temperature of steam 
exhausted into the atmosphere, or into the condenser. With a com¬ 
pound engine this range of temperature is divided between two or more 
cylinders, but generally two, one of which is a high pressure and the other 
is a larger low pressure cylinder. Steam in the high pressure cylinder 
may be worked to as high a grade of expansion as is found economical, 
and is then exhausted into the low pressure cylinder where it is further 
expanded to whatever amount is deemed advisable. In this way the small 
cylinder works between limits such as occasion but slight loss of heat from 
condensation and the large cylinder works between the temperatures of 
exhaust steam from the high pressure cylinder and the temperature of the 
condenser ; these limits not being widely separated, there is not that great 
variation of temperature in the cylinder such as is found with a single 
cylinder engine, and thus, the loss by internal condensation and re¬ 
evaporation is very much less; hence the economy of compound engines; 
for, in this way the economy which directly results from high expansion 
may be secured without having those great losses which would occur 
with steam expanding to the same extent in only one cylinder. It 
is an excellent plan to use an intermediate steam jacketed receiver, into 
which the high pressure cylinder exhausts and from which the low press¬ 
ure cylinder takes steam as if from a boiler. The second cylinder then has 
an expansion valve and works as a low pressure condensing engine. This 
method is to be recommended because in this way the great loss of press¬ 
ure between the two cylinders as ordinarily placed may be avoided and 
we also have dry steam for the engine. Another great and unquestioned 
advantage obtained with compound engines is the better equalizing of 
the working strains which may be effected when two or more cylinders 
are employed. When much expansion is used in a single cylinder there 
is a wide difference between the steam pressure at the beginning of a 
stroke and that which the steam has at the end of a stroke. The strength 
of the engine and all working parts has. always to be such as to resist 
the maximum pressure which is that of the steam before cut-off takes 
place, and, in a large engine this pressure may be very great and make 
necessary unusual strength and weight for the engine and all working 
parts. With a compound engine these strains will be very much lessened 
because the high pressure cylinder for an engine of the same power 
will be made much smaller, which greatly reduces the total initial 
pressure, and the low pressure cylinder can be arranged so that the strains 
are more nearly equalized throughout a stroke, than could possibly be 
•done with a single cylinder engine. The variations in pressure being 


The Cummer Engine Company. 


77 


thus practically lessened, a smaller fly wheel may be used, and the 
engines themselves need not be so heavily built. The extra strength 
required for all parts of a single cylinder engine, when expanding many 
times is one of the principal considerations which limit its employment 
to low rates of expansion, but with the compound engine we largely do 
away with this difficulty, as well as lessen the great loss of heat which is 
consequent upon much expansion in a single cylinder. In view of 
these advantages, and from the results obtained in our own practice, 
we consider that a compound condensing engine is the best form that 
can be adopted for engines of large size, where great economy is 
desired. 


QUANTITY OF FEED WATER PER HORSE-POWER. 

The theoretical quantity of water required per effective horse-power per 
hour depends upon the efficiency of the engine, varying with the steam 
pressure and rate of expansion and proportion of back pressure assumed in 
the calculation. The quantity of water so found is very much smaller than 
it is ever possible to realize in practice. The quantity as calculated from 
the terminal pressure of an indicator diagram is also less than the actual 
quantity consumed and is not to be trusted as anything more than a com¬ 
parative figure. So that, we prefer to use in our calculations, for the 
amount of water requiring to be evaporated with good economical 
engines, a figure based upon the average conditions in practice; this 
is 30 pounds of water per indicated horse-power per hour. Engines of 
high economy will use less than this amount, and some of the wasteful 
forms will require considerably more but, for most cases in ordinary 
practice 30 pounds may be safely used, for a cut-off varying from ^ to £ 
stroke; and, the margin allowed will cover the various small losses not 
provided for in the purely theoretical calculations. To find on this basis 
the quantity required by any engine of our several classes, it is only nec¬ 
essary to refer to the table for that class, and, to multiply the horse¬ 
power for the given steam pressure and point of cut-off by 30 pounds, 
the result is the weight in pounds to be evaporated for that horse-power. 
Thus, an 18x36 class C engine develops with 90 pounds steam at £ cut¬ 
off 214.7 horse-power and therefore 214.7x30=6441 pounds. But since 
the engine works beyond this cut-off, it would be better to calculate the 
water from the horse-power developed at f cut-off. Thus 286.4x30 = 
8592. pounds of water. Sometimes it is required to reduce the pounds 
of water to cubic feet or to gallons, and for such cases we give below the 
necessary data. For purposes of computation a cubic foot of water 
may be taken to weigh 62.5 pounds and a United States standard 


78 


The Cummer Engine Company. 


gallon to weigh 8.34 pounds; a gallon contains 231 cubic inches, one 
cubic inch weighing 0.0361 pounds. 

Taking the pounds of water as in the above example, 8592-r-62.5= 
137.4 cubic feet; and 8592-7-8.34=1030 gallons of water for a cut-off 
at f stroke. 

QUANTITY OF COAL REQUIRED PER HORSE-POWER. 

We have already referred to the quantity of coal consumed per horse¬ 
power per hour, but will repeat it in this connection, since the amounts 
of water and of coal ought to be considered together. 

The economy of an engine depends greatly upon its size; small 
engines are more wasteful than large ones; all the items of loss become 
proportionately greater as the size is decreased, and, it is also more diffi¬ 
cult to guard against waste with small engines than with large engines. 
With a good automatic, non-condensing engine, the coal required per 
horse-power per hour varies from 3 to 3^- or 4 pounds, according to 
the quality of the coal. A condensing engine of the automatic type, 
will go somewhat below these figures. Still better economical results 
than these may be obtained with higher rates of expansion, using a com¬ 
pound condensing engine of moderately large size, employing a steam 
jacket and adopting every means to prevent waste of heat; the con. 
sumption of coal may then be made to go as low as If to 2 pounds per 
horse-power per hour; and, future improvements may be expected to 
bring about even higher economy than this, which, still falls far short 
of what is theoretically possible. 

FORMS OF VALVES IN ORDINARY USE. 

The kinds of valves in ordinary use for stationary steam engines may 
be classed, with sufficient exactness for our present purpose, under the 
heads of piston valves, rotary valves, and flat valves. There are many 
varieties of each kind of valve, particular makers adopting whatever 
valve is best suited to his use, and introducing such changes in the 
general form as his own special requirements may demand. It is im¬ 
portant always to adopt that form of valve which gives the best results 
and which, while easily constructed, is the most durable in use, as well 
as economical in repairs whenever these are necessary. Beyond ques¬ 
tion, flat valves satisfy these requirements better than either piston 
valves or rotary valves, or any other kind of valve which has yet been 
devised, and they should be used to secure the best results. But it may 
happen that some feature in an engine will preclude the choice of a 
valve of this kind. Thus the governor may not have sufficient power to 
control an ordinary flat valve, and hence there must be used some form 


The Cummer Engine Company. 


79 


of balanced flat valve, with its objectionable features, or else there must 
be employed a piston valve or a rotary valve, either of which is also 
balanced and requires but little power to move it, but is defective in 
point of durability and efficiency, as we shall show later. We have had 
a large experience with all these kinds of valves, and have come to the 
conclusion, that a plain flat valve—such as we will presently describe— 
is decidedly the best kind. Our governor being such that it is well able 
to control valves of this form, we were entirely free to choose whatever 
we considered to be best. We have, therefore, adopted for our engines 
plain flat valves ; and, in consequence of the peculiarities of our cylin¬ 
der construction, and by making our valves very small, with several 
openings through them to admit steam, thus securing a large port 
opening with but a small movement, we are able to reduce the travel and 
the friction to a very small amount; thus the power required to operate 
them is greatly reduced, and the governor is able to perfectly control 
the cut-off valve without the necessity for any special means of balan¬ 
cing. Since balancing is a serious complication, which is only effective 
for a short time, because such valves will not long remain tight, the 
advantage of our valve arrangement, which avoids these defects, and 
secures the best form of valve, is at once apparent. An automatic 
engine, belonging as it does to the highest grade of engines, ought to be 
fitted with the best form of valve ; other things being equal, that engine 
which is enabled by its construction to employ the best valve, is the best 
engine. We have elsewhere set forth, at length, the peculiarities of 
our valve and cylinder construction, such as is used with our automatic 
engines, and the advantages of such a system, together with the advan¬ 
tages of a positive connection of the governor with the cut-off valve, 
need not further be considered here. But the reasons for adopting this 
kind of valves and their superiority over the ordinary plain or balanced 
valves, piston valves and rotary valves, as well as the superiority of our 
automatic engines over the plain slide valve variety, will be more ap¬ 
parent when we examine them all in some detail, as will be done in the 
following articles on these valves. 

THE PLAIN SLIDE VALVE. 

In our article on the cylinder and valves, we have already alluded to 
tne fact that the duty of admitting steam to a cylinder, of cutting off 
steam, and of finally exhausting it, is an action entirely too complicated 
to expect from the performance of a single valve, and that the correct 
action for one requirement will not allow the proper action for the 
others. The ordinary plain slide valve may be made to cut off by giving 
angular advance, and adding lap to the valve ; it then becomes neces¬ 
sary to give lap. to the exhaust side, where an equal amount is given the 


80 


The Cummer Engine Company. 


steam is cut off, and the exhaust is closed at the same instant, in other 
words, compression and expansion begin at the same time ; by allowing 
release to take place somewhat before the end of a stroke, the compres¬ 
sion may be delayed ; but, even then, compression occurs so early that 
a single valve cannot be advantageously made to act as a cut-off earlier 
than about f stroke, so that a plain slide valve engine can only begin to 
cut off at a point which is later than it is ever considered economical to 
go with an automatic engine, or an engine with fixed cut-off. Our auto¬ 
matic engines have an economical range of from - 3 - to f ; but | is the 
maximum point of cut-off ever advised by us ; although they can follow 
up to stroke, and in this respect, are unlike any other automatic 

engine in having a range of power from 0 up to fa, which may all be 
used if wanted. Most automatic engines have their limit of cut-off 
inside of J stroke, and beyond this the majority of them cannot go; 
our engine, however, admits of a cut-off at fa stroke, and although this 
cannot, of course, be used with economy, yet, it may often be very use¬ 
ful and desirable in cases where there is occasionally an unusually heavy 
load upon the engine. Since plain slide valve engines have the limited 
range of cut-off of from f to end of stroke, they can only be used with 
advantage for small powers, or in cases where economy of fuel is second¬ 
ary to cheapness in first cost. These engines are simple in construction 
they consist of but few parts, and the low price for which a small engine 
of this kind can be furnished, has caused them to be largely employed. 
With the larger sizes, as we have elsewhere pointed out, the cheapness 
in first cost does not commend them, because the cost of a complete 
outfit approaches so closely to that of an automatic engine with its outfit, 
that when economy in fuel is to be considered, the difference in favor of 
the latter engine is too great to admit of any question as to which is the 
better one to adopt. But plain slide valve engines, even wasteful as they 
are admitted to be, need not show so extravagant a coal consumption as 
will be found with most engines of this class in ordinary use. The card 
No. 7 shows a loss of power in consequence of a faulty valve and 
port construction and bad governor, such as is by no means uncommon. 
The card No. 8 is from the same engine after changes had been made 
by us to remedy these defects; in the first card, out of 104 pounds 
boiler pressure, the highest mean effective pressure that could be ob¬ 
tained in the engine was 56 pounds ; but, in this latter card, we secured 
a mean effective pressure of 65.3 pounds from only 93 pounds boiler 
pressure, and increased the ultimate horse power developed from 273 
horse-power to 318.5 horse power. 

PISTON VALVES. 

Piston valves, as their name would imply, are of cylindrical form and 
slide lengthwise back and forth within a cylindrical passage in which is 


The Cummer Engine Company. 


81 


situated the ports. The opening edges of the valves and ports bear the 
same relation to each other as they would in flat valves, only, instead of 
being upon a plane surface they are upon a cylindrical surface. The 
action of the two valves, when properly seated and in good condition, 
is similar, but the questions of durability and continuous economy give 
rise to a very important difference, and constitutes a serious objection to 
a piston valve. With a flat valve, even a considerable amount of wear,, 
provided it be equally distributed, will only serve to make a better fit 
between the valve and its seat, but a piston valve being cylindrical, and 
its seat also being cylindrical, it is evident that the slightest wear that 
would make the valve smaller and its seat larger must destroy the per¬ 
fection of the fit and therefore impair the tightness of the valve, and the 
difficulty is only aggravated by increased wear. The injurious action of 
even the least wear with a piston valve arises from the nature of the surfaces 
in contact, and cannot well be overcome by any mechanical means ; the 
whole length of the port must be at times covered by the valve, and the 
surfaces must be in the closest contact, but this cannot possibly be done 
if the valve or its seat has worn in the least from true cylindrical 
form. All valves must wear when in continued use even under the most 
favorable conditions. But in the great majority of cases where an 
engine is used, the conditions are decidedly unfavorable, and a good en¬ 
gine ought to be adapted to work well under all such circumstances as 
are ordinarily met with. One of the most trying agents to cause the 
destruction of valves is bad water. For some few favored localities,, 
where the water is excellent, and for marine engines where surface con¬ 
densers give pure distilled water for the boilers, an engine with a nicely 
fitted piston valve may work very well for quite a long time, or until a 
leak is caused by friction alone; but with engines for the country at: 
large, we have to deal with all kinds of water, which may contain salts 
of lime, magnesia, and various impurities; while in many cases 
where water comes from driven wells and muddy streams, a very 
fine sand will be mingled with the water; these substances all find 
their way over into the cylinder, and get between the valves and 
their seats; evidences that such impurities are brought over by 
the steam and entrained water, may be seen in the deposit of a light 
gritty substance around bolt heads and in places where steam has leaked 
through, and it is shown by its presence in the cylinder and steam chest,, 
but most unmistakable evidence is seen in the wear of the valves them¬ 
selves under the grinding action of this grit. Such wearing action is bad 
enough in itself, but steam has even a worse cutting action. Flat valves, 
unless they wear unevenly, will stand a very large amount of wear be¬ 
fore any steam can blow through, but with a piston valve, the moment 
it wears, that instant it begins to leak, and when steam gets a chance to> 


82 


The Cummer Engine Company. 


blow through even a small opening, the opening is rapidly enlarged by 
the friction and cutting action of the steam. A mere pin hole in a 
boiler, for instance, if not stopped up, becomes from this cause very much 
larger in a short time; the same action operates to destroy piston valves, or 
any form of valve which will not admit of wear without leaking. One of 
the most troublesome things to deal with where piston valves are used is 
the unequal wearing of both valve and valve seat, not only does the valve 
wear out of true, but its seat also departs from true cylindrical form; 
flat valves, when worn so as to leak, can easily be refitted by scraping, 
but with a piston valve any scraping or other operation to true up the 
valve only makes it that much smaller, and with the valve seat a similar 
operation renders it larger than before, consequently the fit is lost. 
Therefore, when repairs are needed, nothing else can be done but to make 
a new valve, and, since even this will not fit the old seat, the valve 
seat when much worn, has to be rebored, which is an expensive and 
troublesome operation. A mode of construction which secures dura¬ 
bility in the parts of an engine, and therefore secures economy in repairs, 
is a matter which is scarcely less deserving of consideration than that of 
economy in steam. True economy does not mean merely cheapness in 
first cost of the engine and entire outfit, nor does it consist only in econ¬ 
omy in coal consumption, it includes also the cost for attendance and 
repairs and all the running expenses, not merely for the first year, but for 
ten years, or a longer period, of continuous efficient service. The ques¬ 
tion of durability is fully as important a factor in economy as that of 
first cost or of coal consumption, and must be considered carefully be¬ 
fore any correct judgement can be formed about the actual economy of 
an engine. A common slide valve engine may be much more truly 
economical than even an automatic engine, if the latter, through any 
defective principle, requires frequent and expensive repairs. The valve 
is the vital part of an engine, and anything which affects its durability or 
impairs its efficiency will affect the whole engine to a greater extent than 
the failure of any other part. Any form of valve then, such as in itself 
is liable to easily get out of order, or to fail to act properly under such 
conditions as are met with in the majority of cases in practice, should 
be studiously avoided, and the preference given to that form which, as in 
the case of a plain flat valve, works satisfactorily, when properly 
designed and proportioned, under all the ordinary conditions that 
may arise. The only advantage claimed in favor of piston valves 
is that they are balanced, but this advantage, as in the case of 
other balanced valves, is purchased at the expense of not being perfectly 
tight, and the advantage itself is unimportant with a construction of 
valves and cylinder such as we have adopted for our engines, and which 
we have already explained. Piston valves have also the decided disad- 


The Cummer Engine Company. 


83 


vantage of increased clearance, which means that much more steam con¬ 
sumption, and this additional clearance over that found in engines with 
flat valves is a necessity from their mode of construction. 

ROTARY PISTON VALVES. 

Rotary piston valves are liable to the same objections, on the score 
of unequal and excessive wear, which have been urged against the piston 
valve; and, although various expedients have been adopted to lessen 
the injurious effect of this wear, and to render the valves and seats more 
readily re-fitted when leakage occurs, it will hardly ever be possible to 
overcome this serious defect. The direction of improvement in steam 
engine construction is now tending to the adoption of flat valves, simple 
in form and of such size and travel that the small amount of power re¬ 
quired to operate them renders special means of balancing an unnecess¬ 
ary and useless complication. 

RIGHT AND LEFT HAND ENGINES. 

The cuts Figs. 3, 4 and 5 are those of right hand engines, in Fig. 5, 
which is a plan of a Class C engine, it will be observed that when we 
stand at the cylinder end and look towards the fly-wheel, the frame, at 
that part beyond the guides, curves to the right, and, that the mam 
bearing, shaft and fly-wheel are on the right hand side of a line drawn to 
represent the axis of the cylinder A left hand engine will have a bed 
or girder which curves to the left and the fly-wheel etc. will be on the 
left hand side of a centre line through the cylinder. 

ENGINES RUNNING OVER AND UNDER, 

Standing as before at the cylinder end and facing the crank end, if 
the top of the fly-wheel revolves from the observer, the engine “runs 
over,” and, if it revolves towards him, the engine “runs under;” this 
applies to either right or left hand engines. 

IMPROVED METALLIC PACKING FOR PISTON-RODS, ETC. 

Fig. 32 illustrates our improved metallic packing, the plan and sections 
at the lower part of the figure show one ring which is seen to consist of 
eight segments, the inner circle being of the diameter of the valve-stem. 
The sectioned portion of the figure beyond the inner circle represents 
brass and the lighter shaded portion babbitt metal, The four alternate 
segments, it will be observed, form a continuous ring of babbitt around 
the valve-stem or piston-rod and the babbitt is backed by what, except 


84 


The Cummer Engine Company. 


for the small holes necessary to hold the metal in place, is a solid 
wall of brass. The large figure shows another section of the packing 
ring, the babbitt it will be seen does not extend the whole width of the 
ring, but there is a thin layer of metal left at the bottom of each segment 
upon which the babbitt rests. Referring again to the small sectional 
plan it is shown that the other four segments are solid brass and that the 
eight segments taken together form one ring. To hold the separate 
parts in place and to ensure a firm contact with the rod, the ring is en¬ 
closed by a corrugated or other suitable spring, the corrugated spring 
shown at the upper right hand part of the figure has eight flutes which bear 
each upon its own segment and thus presses them all against the rod. 
We use two or more of these rings to make up the required packing and 
place the rings so that the segments break joint. In the large figure 



Fig. 32. 


there are two of these rings within the stuffing box. They rest at their 
lower part upon a bushing which is surrounded by a spiral spring; at 
the outside end there is shown a hollow cap held in place by a nut bear¬ 
ing against its flange, this cap being hollow, any steam or water which, 
might possible leak through is led away by a small pipe and the stuffing 
box and valve stem are thus kept clean and dry. The object of the spiral 
spring is to furnish an elastic backing for the rings, so that while they 
are held firmly enough to keep their position, they are not pressed to¬ 
gether so much that the friction prevents the segments moving inward 
freely so as to bear against the rod and form a steam tight joint. These 
figures are intended merely to illustrate the principle of this packing 
which we use for piston-rods and valve-stems; changes in the details of 
arrangement are of course made to suit our different engines. 




















The Cummer Engine Company. 


85 


POINTS TO BE CONSIDERED WHEN SENDING ORDERS. 

In the following articles it is intended to supply information and to 
offer suggestions to persons ordering engines with a complete outfit, so as 
to guide them in their selection and to facilitate the execution of orders. 

CLASS OF ENGINE AND HORSE POWER NEEDED. 

The first thing to be stated is what class of engine is desired and 
what horse power is required; this being determined upon, a suitable 
engin 'may be selected from among those given in the various tables of our 
several classes. 

For best economy smooth working and close regulation of speed, an 
automatic engine should always be selected. For light powers, high 
speed and best economy the class A automatic engine is recommended; 
where less speed and high economy is desired one of our class B special 
automatic engines is recommended ; for moderate speeds and high econ¬ 
omy our class C standard automatic engines will be found most satisfac¬ 
tory ; and a moderate speed with good economy, which comes next to 
that given by an automatic engine, may be obtained from a class D en¬ 
gine with fixed cut-off. 

We have given tables under classes A, B & C in which the horse 
powers are based upon 80, 90 and 100 pounds boiler pressure, any one 
of which may be used according to preference. 

But we recommend, in the best interests of our customers, the mod¬ 
erately high pressure of 90 pounds which, without requiring unusual 
strength for the boiler and engine, will be found to yield excellent 
economical results. For non-condensing engines we have found a cut¬ 
off at £ stroke to be the most economical point; our horse power ratings 
are based upon this cut-off, and a rate of revolution given in the tables 
.such as is considered best for each engine. We would advise that our 
ratings, as given in the £ stroke column of the tables for 90 pounds 
pressure, be accepted as comprising the most favorable conditions. 
Condensing engines, however, wih work economically at an earlier cut off 
than £, say £ or £ stroke. 

PROVIDING FOR INCREASE OF POWER. 

An engine of a size just suited to its work will, in general, be the 
most economical one to use, but frequently it is thought best to put in 
a somewhat larger engine than is immediately necessary in order to pro¬ 
vide for future increase of power. We may increase or decrease the 
power of any one of our engines in several ways; they are rated at a 
certain speed, but they may he run 10 to 15 % faster or slower, we may 
also vary the point of cut-off or the steam pressure. Thus an engine 
rather larger than necessary may be run at a slower speed or may be 
made to cut-off earlier, say at £ stroke instead of at £ stroke, or we can 
preserve the same number of revolutions and £ stroke cut-off and 
adopt a modified steam pressure as explained in the article Steam 
Pressure, page 7. Standard speed, a cut-off at £ stroke or 90 
pounds pressure may be restored whenever more power is needed. A 
further increase of power may be had by using a condenser which, when 
properly applied to an engine, working with a fairly economical load, 
will add about 25% more power and is a most excellent and economical 
method. Beyond this, additional power is to be had by putting in an- 


86 


The Cummer Engine Company. 


other engine, it is often advisable to bear this in mind at the start and 
so arrange the engine room that a second engine may be placed beside 
the first one and coupled on to the same shaft, or otherwise applied, which 
gives a pair of engines and makes a very good arrangement. 

RIGHT AND LEFT HAND ENGINES, FLY-WHEELS, COUPLINGS, &e. 

Having decided upon which size and grade of engine to use and 
whether it is to be condensing or non condensing, it is then necessary 
to state whether it is to be right hand or left hand and whether it is to 
be run over or under. Diagrams illustrating these last points have been 
already given and may be referred to in this connection. We desire 
also to know whether a band wheel is to be used or a fly wheel, if the 
latter, and the main shaft is to be coupled to the line shaft, whether we 
are to furnish the half coupling required on the main shaft or couplings 
for both main and line shaft. In this case it will be necessary to send 
the exact size of the line shaft and a better fit is ensured if we make both 
couplings. Couplings are not included in the outfit furnished with an 
engine ; they are only occasionally employed when specially ordered and 
an additional charge is made for them. In some cases an engine is made 
with a fly-wheel and a pulley of much smaller diameter drives the belt. 
We will furnish such an arrangement whenever the conditions require it, 
the cost of a pulley being of course extra. 

SELECTION OF A BOILER. 

It will assist greatly in determining what kind of boiler to select, and 
to know how to settle upon a proper condenser or heater, in case either 
of these are to be employed, to have full information about the water 
supply. We should like to know whether there is at all times a plentiful 
supply, and also exact information about the quality, whether it is salt or 
fresh water, hard or soft water, or muddy and mingled with much gritty 
substance, or whether there is anything in solution likely to corrode and 
injure metallic surfaces Estimates of boilers suited to any engine will 
be furnished upon application, and our customers will be assisted in their 
own selection by reference to that part of our catalogue treating of 
boilers. When estimates are requested, be particular to state exactly what 
kind of a boiler is desired, and in cases where we are asked to suggest 
a suitable boiler, let us know something about the kind and quality of 
fuel to be used, with its cost. Where fuel is expensive it would be well 
to select a tubular boiler to ensure greater economy, but such a boiler 
might be forbidden in consequence of having water which formed scale 
whose frequent removal, so necessary to efficiency, could not be so well 
accomplished in a tubular boiler as in one of more simple construction. 
We shall always be ready to advise and would much prefer to select our¬ 
selves, a boiler suitable for an engine of given size, so as to secure reason- 


The Cummer Engine Company. 


87 


able economy in fuel and adapted for whatever quality of water is avail¬ 
able. This latter is a very important point, for where water is liable to 
deposit foreign matter and to form scale, the efficiency of a boiler 
becomes seriously impaired, unless ready means are provided for frequent 
examination and cleaning, therefore the construction of a boiler must be 
such as to admit of this. Some boilers, as plain cylinder and also flue 
boilers, afford ready access to every part of the interior, and a flue boiler, 
if used in cases where scale was likely to form, would be much more satis¬ 
factory than a tubular boiler. 


CHIMNEYS. 

For small engines an iron stack with plain breeching is commonly 
employed, and we furnish these unless otherwise ordered. Large engines 
should generally use a well proportioned brick chimney or stack and it 
is necessary to state with an order what kind of stack has been adopted. 
In order to properly locate the stack, as well as to fix other essential di¬ 
mensions, we would always like to have sent a sketch of the engine and 
boiler room with dimensions marked on it, showing the desired position 
of engine and boilers and location of stack with reference to the boilers, 
dimensions to be measured from fixed lines as the walls of building ; also 
give the height from bottom of ash pit to underside of opening in chim¬ 
ney for breeching, and the height in clear of engine and boiler room. 
We should also desire to have located the position of well or other source 
of water supply and the depth of well from surface of ground to the lowest 
water level ever reached. We shall then be in possession of all the data 
necessary to cut all our pipes, etc., to right length and to make a work¬ 
ing drawing, giving everything in proper position. 

FEED PUMPS. 

We prefer to use a pump for boiler feeding, because in many cases 
we have to furnish lime extracting heaters, and frequently employ con¬ 
densers. Our engines, too, are sent to all parts of the country, meeting 
with every variety of water and with different degrees of skill on the part 
of engineers ; so that a pump, which is so easily understood and kept in 
order, answers our purpose in all cases better than any other kind of 
boiler feeder. Feed Pumps are included in a regular outfit, and they are 
always of ample capacity with a liberal margin for emergencies. 

FEED-WATER HEATERS. 

With non-condensing engines a heater conduces to economy since it 
makes use of heat contained in the exhaust steam, which otherwise would 
be wasted, to raise the temperature of the feed water. A heater also acts 


88 


The Cummer Engine Company. 


as a purifier, in many cases where the water contains salts of lime, mag¬ 
nesia, &c. in solution they may be precipitated by boiling and so re¬ 
moved before reaching the boiler, thus preventing to considerable extent 
the formation of scale. Where water is hard and contains many impuri¬ 
ties, a feed-water heater is an almost indispensable adjunct to a boiler. 
A good feed water heater will deliver water to a boiler at a temperature 
somewhere near 212°, ordinary feed-water being say 60° ; this represents 
a saving of 152 units of heat or about 13 per cent, of the total heat of 
steam. There is also somewhat of a reduction in back pressure in the 
engine, the heater acting like a condenser in this respect, though only to 
a very limited extent. Considerable advantage results to the boilers when 
a heater is employed, because the feed-water is hot and does not injure 
the boiler by causing unequal contraction such as occurs when feeding 
cold water ; but more especially a heater is designed to precipitate, by 
boiling, various impurities, which if allowed to enter the bciler, would 
form incrustations and deposits and thus seriously endanger its safety as 
well'as reduce the efficiency by a large amount. We furnish a heater 
simple in construction and designed to meet all requirements. Its use is 
recommended as a valuable addition to a non-condensing engine and 
especially where there is impure water. 

; We do not wish to be understood, however, that a heater is only to 
be used with a non-condensing engine, for with condensing engines also 
we recommend that a heater shall always be placed between the engine 
and condenser, and where the exhaust pipes and heater are made in good 
proportion to the engine and the volume of steam that is to pass through 
them, no reduction whatever to the effective vacuum in the cylinder will 
result from this arrangement as condensing engines of our construction 
are in operation connected to the condenser with an intervening heater, 
which show twelve pounds of vacuum in the cylinder. So it will be seen 
that there is no loss whatever to charge against any gain that may result 
from the use of a heater in this way. The reason why we recommend 
this' heater is, that while a good vacuum may be maintained by discharg¬ 
ing the water from the condenser at a temperature of 100° to 1108 or 
115°, yet the temperature of the hot well is seldom more than 100° and 
is very often less. But the exhaust steam as it passes from the engine 
through the heater to the condenser has a temperature of 140° to 150°, and 
it follows that the temperature of the feed-water may be increased from 
the temperature of the hot well, which, as stated before, would be in 
general practice, about 100° or a little under this temperature, to a tem¬ 
perature of 140° to 150°. 

When an independent condensing apparatus is used, it is advantage¬ 
ous to employ a second heater into which we would pass on its way to the 
boiler the feed-water from the first heater at its temperature of 140° to 


The Cummer Engine Company. 


89 


150°. This heater is constructed to stand the pressure of the boiler 
and is otherwise constructed so as to adapt it for this peculiar duty. 

\Ve exhaust into this second heater the steam from the cylinder 
driving the air pump and exhaust steam from the steam, pump or pumps 
used for boiler feeding or other purposes, or any other waste steam or 
heat that would otherwise be wasted. The feed-water absorbs this waste 
heat entirely, and it has occurred several times in our practice that we 
have in this way given to the feed-water before entering the boiler a 
temperature of 218°. The importance and economy of these tempera¬ 
tures as compared with a temperature of 100°, and the importance of 
any arrangement which while simple and inexpensive will give these 
results, need scarcely be discussed at greater length here. 

The use of an auxiliary heater and the utilization of exhaust steam 
from the condenser steam cylinder, steam pumps for boiler feeding or 
other sources or waste heat and the drip water from steam jackets, is an 
arrangement original with us and entirely peculiar to our own practice. 
Small steam pumps as is well known are extremely wasteful of heat,* and 
proper economy in the use of a steam jacket requires that the water which 
collects in the jacket shall be removed and the heat contained in it 
utilized, which, is all accomplished by the auxiliary heater in the most 
perfect way possible. This is manifest, when we consider that there is 
needed only a comparatively small amount of feed water to supply the 
necessary steam, and, the higher the temperature to which this 
small quantity of water can be raised by means of the high tem¬ 
perature exhaust steam, from the non-condensing steam pumps and heat 
from other sources which would otherwise be wasted heat, is all so much 
clear gain, it lessens the coal consumption, by just this amount and 
therefore an auxiliary heater, such as above described, which delivers 
water at a higher temperature than any other arrangement will effect 
a greater saving than is possible with any other kind of heater 


90 


The Cummer Engine Company. 


THE INDICATOR. 

The use of the indicator is now very general and its value is becom¬ 
ing more and more appreciated as an instrument which gives, in skilled 
hands, exact and valuable information upon various matters connected 
with the working of the steam engine which formerly were enveloped in 
mystery. Few high grade engines are now set up without having their 
valves adjusted for greatest efficiency as shown by diagrams taken with 
the indicator, nor are these engines accepted by the purchasers without 
having diagrams taken to show whether the steam is acting properly or 
not and to ascertain the horse-power which is developed by the engine, 
when running at its intended speed and under its proper load. When a 
man buys an engine he generally wants to know what it will cost to run 
it, there is a certain standard to which any engine may be referred in 
order to judge of its economy and this is the amount of coal consumed 
per hour for each horse-power developed. Many manufacturers while 
aware of what amount of coal is consumed, are totally ignorant of what 
power is being yielded by their engines and hence do not know whether 
they are working economically or not. They may be losing annually a 
large amount of money in consequence of having an engine which is 
wasteful of fuel, and it therefore becomes important to know just what a 
horse-power is costing and whether an engine of certain size is really de¬ 
veloping tha£ power which calculation shows it ought to be giving. 
Engines, designed with a special view to great economy, have been worked 
with an expenditure of two lbs. of coal per horse-power per hour and even 
less than two lbs.; but in general an engine may be considered as very 
good, if it yields a horse-power for every three lbs. of good coal con¬ 
sumed per hour; fuel of poorer quality will require perhaps 3-J to 4 lbs. 
which, bearing in mind the quality of coal, may still be considered a 
good performance. Engines in general, will consume various amounts 
of coal, other than these figures, sometimes running as high as 9 to 12 
lbs. per horse-power per hour, which is extremely wasteful. An indicator 
diagram enables us to calculate the exact horse-power developed, and, 
knowing what coal is consumed, we can easily find how much is required 
per horse-power per hour and compare the figure found with figures 
which are considered to represent good economy. Large engines will, 
in general, be found much more economical than small engines, because 
although the sources of loss are the same, the proportion which they bear 
to the total power is very much less. But it must be remembered that the 
standard for efficiency referred to, includes the working of both engine 
and boiler, and that, to produce the best results, each must be designed to 
secure the highest possible economy. Sometimes a good economical 
engine is supplied with steam from boilers, whose evaporative efficiency 
is very low and, in such a case, it is not fair to charge the engine with a. 


The Cummer Engine Company. 


91 


defect which properly belongs to the boilers. In such a case, there can 
be made a separate test of the boilers, and the horse-power developed by 
the engine, compared with the amount of coal which would be required by 
a boiler of good evaporative power, say 8 or 9 lbs. of water per lb. of 
coal. The comparison will show the efficiency of the engine when used 
in connection with a proper boiler and is the only sure way to judge of 
the economy of the engine itself. 

A steam engine indicator is an instrument used to draw a diagram 
which shows, upon a reduced scale, the motion of the piston and the 
pressure acting upon it at each point of its stroke. An indicator con¬ 
sists essentially of a small steam cylinder and a small drum upon which 
is rolled the paper for taking the diagram. The cylinder is provided 
with a piston whose motion is resisted by a spiral spring. Steam may be 
admitted beneath this piston and cause it to rise, or a vacuum created 
beneath it and cause it to fall, the amount # of movement being a measure 
of the pressure, as in a spring balance. Motion from the piston is con¬ 
veyed by a series of levers to a pencil, which is made to press against a 
slip of paper rolled upon the drum. When the instrument is in use, its 
cylinder is connected to either end of the large cylinder of the engine, 
and the drum is made by suitable means to revolve back and forth, hav¬ 
ing a motion which corresponds to that of the engine piston, only it is 
on a much reduced scale. Until steam is admitted to the indicator there 
is no pressure upon its piston, and if the pencil point is then pressed 
against the paper on the drum, it will, as the latter moves back and 
forth, trace a straight line, which is the line of atmospheric pressure. 
When steam is allowed to enter, the indicator piston rises against the 
resistance of the spring to a height corresponding to the steam pressure, 
and if this pressure remains unchanged during a stroke, a straight line 
parallel to the atmospheric line will be traced ; when release takes place 
the piston instantly falls and the pencil moves with it, and when a return 
stroke of the engine occurs, the pencil will trace a line corresponding to 
the back pressure against which the engine piston is moving. This gives 
an idea of the process of tracing a diagram when steam follows full 
stroke; when a cut-off is used, the pencil traces the same line as before 
until the cut-off valve closes, when, as the pressures fall, there is traced 
a curve which gives the pressure at each point of the forward motion 
according to the law for expansion of steam. The length of a diagram 
drawn in this way represents on a smaller scale the stroke of the engine, 
and the line traced by the pencil shows the pressures acting upon the 
piston. These pressures are measured by the movement of the spring 
contained in the indicator, an inch of movement, or an inch of height 
above the atmospheric line on the diagram, representing so many pounds 
pressure, according to the spring used j thus a 30 lb. spring would be 


92 


The Cummer Engine Company. 


compressed, so as to give the pencil a movement of one inch for 30 lbs. 
steam pressure, and a 40 lb. spring, one inch for 40 lbs. pressure, and 
so on. Having, then, a scale, in which one inch is divided into 30 
or 40 parts, or any other number of parts such as ordinarily used, we 
can readily measure any pressure directly from the diagram when once 
we know what scale or spring has been employed. 

In order to make familiar the various lines upon an indicator dia¬ 
gram, and to give an idea of their characteristics, we have prepared an 
ideal diagram which shows the various lines to which certain names have 
been given ; these will now be stated and the lines themselves briefly ex¬ 
plained. All that it is designed to do is to give such a description that 
any one not familiar with indicator diagrams may be assisted to analyze 
them so as to appreciate the points of a good diagram, to be able to con¬ 



struct the theoretical curve for expansion, and to measure .rom a dia¬ 
gram the mean effective pressure and calculate the horse power of an 
engine from its diagram. 

Fig. 33 is an ideal diagram showing each of the lines, supposing the 
action of the steam to be theoretically correct. In practice, the corners 
will be found more rounded and the expansion line will depart from the 
theoretical curve, but the nearer a diagram approaches the theoretical 
figure the better is the action. 

The following names have been given to the lines of the diagram : 

The atmospheric line A A.' This line is drawn by the indicator 
before steam is admitted, when there is only atmospheric pressure upon 
the piston. From this line we measure pressures for non-condensing 
engines. 























The Cummer Engine Company. 


93 


Line of perfect vacuum Y V/ This line is drawn parallel to the at¬ 
mospheric line and at a distance of 14.7 lbs. below it, measured by the 
same scale as that for steam pressure. It must be remembered however, 
that 14.7 lbs. is the average pressure at the sea level and that the pressure 
becomes -J lb. less for each one thousand feet of elevation above this level. 
The vacuum line is that from which pressures are reckoned for condens¬ 
ing engines, and from which absolute pressures are taken, since there 
can be no lower pressure below it. 

The clearance line B Y is at right angles to A A/ and at such a dis¬ 
tance from K that the included space correctly represents the clearance in 
the engine, and since this additional quantity of steam must always be in 
the cylinder and passages and take part in the expansion which occurs 
after cut-off, it is necessary to draw this line and to add this space to the 
diagram, whenever the theoretical curve is constructed to compare with 
it the actual curve traced by the indicator. 

Line of boiler pressure B C. This line is parallel to A A' and repre¬ 
sents the pressure in the boiler by gauge. It is needless to remark that 
all pressures must be laid off to the same scale as used with the indicator. 

Admission line. K D represents this line; it should be parallel to 
A B, and when this is the case it shows that steam of full pressure is had 
at the commencement of a stroke. 

The steam line D E should be parallel to B C and is invariably several 
pounds below it; the loss of pressure occurs from the steam being cooled 
after leaving the boiler, from friction in the pipes and bends, &c. and 
also in consequence of there being always required a difference of press- 
. ure in order to make the steam flow into the cylinder. The line repre¬ 
sents the initial pressure acting upon the piston up to the point of cut-off 
and should be of unvarying height to show that full pressure is main¬ 
tained. 

Point of cut-off. This occurs at E. In the theoretical diagram the 
corner is abrupt, but in practice it is more or less rounded; when the 
valve is finally closed, the convex curve of the rounded corner changes to 
the concave curve of the expansion line, and the point of cut-off is prop¬ 
erly located at the point where the direction of curvature changes. 

Expansion line E F. The conditions most nearly realized in practice 
are such that when steam expands in an ordinary cylinder, its pressure 
falls in obedience to Mariotte’s law, that is to say, the pressures are in¬ 
versely as the volumes, and the curve which expresses the pressure for 
every point of the stroke is an equilateral hyperbola. This curve is easily 
constructed either directly from the calculated pressures or by a geomet¬ 
rical method which we will presently give. 

Point of release. At F release takes place, the exact point being 
noted where the curve changes its direction. 


94 


The Cummer Engine Company. 


Exhaust line F G, exhaust must occur early enough to allow the 
steam to get well out of the cylinder before a return stroke commences 
but yet no earlier than necessary because the exhaust line then falls so 
much below the theoretical expansion line that considerable loss of 
power occurs. 

Line of counter pressure HI. In a non-condensing engine this line 
is usually one or more pounds above the atmospheric line and in con¬ 
densing engines is 11 or 12 pounds below it, according to the vacuum in 
the condenser. 

Compression line I K. When the exhaust valve closes at I, steam re¬ 
maining in the cylinder is compressed and its pressure rises in proportion 
to the amount of the compression, which, with good cards in practice, is 
sufficient to raise the pressure of the confined steam to about one-half 
the initial pressure; the theoretical aim should be to have compression 
begin at such a point that steam in the clearance space is raised to 
full initial pressure at the commencement of each stroke, in this way the 
loss by clearance is to a great extent corrected. Compression is also use¬ 
ful to form an elastic cushion to gradually stop the piston at the end of 
a stroke, and by regulating it so that the steam is compressed to a suit¬ 
able pressure, there is no shock from the entering steam when a new stroke 
begins; thus the proper regulation of the compression serves to make 
an engine work easily and smoothly as well as to prevent waste from 
clearance. 

Method of drawing the expansion curve. In Fig. 33 there is shown a 
neat construction of the theoretical expansion curve, which should always 
be drawn upon the diagram in order to compare it with the actual line 
traced by the indicator. To make the construction it is necessary to 
know the clearance space so as to draw the clearance line B V from which 
expansion is reckoned, to draw B C the line of boiler pressure and also 
V V', the line of perfect vacuum. Then take any point such as O, on the 
expansion line of the diagram; this point must not be later than F, the 
point of release, because here the exhaust line begins; from O draw O P 
at right angles to B C and O N at right angles to B V, join V and P and 
at N, where V P intersects O N, draw N M parallel to B V. Then M is 
the theoretical point of cut-off. The space M P can be divided into any 
number of parts which need not be equal, and lines drawn from V to 
these points a, b, c &c., cut the line M N in points a', b', c' &c. From a 
and a' are drawn lines parallel respectively to M N and O N and where 
they intersect is a point of the curve. The same operation for b and b', 
gives another point and so on. When a little skill is acquired these 
lines need not be entirely drawn in, but only so much as to show the in¬ 
tersection which determines a point of the curve, and it is thus a very 



The Cummer Engine Company. 


95 


easy and expeditious method for drawing the true curve upon an indi¬ 
cator diagram. 

We will now define the terms initial, counter, terminal and mean 
effective pressure and explain how to calculate the indicated horse-power 
of an engine 

Initial pressure, is that pressure which acts upon the piston at the 
commencement of a stroke up to the point of cut-off; it is always some¬ 
what below boiler pressure. Counter pressure, or back pressure, is the 
pressure against which the piston moves; it acts as a resistance and has to 
be deducted from the pressure acting in front of the piston in order to 
give the pressure which is effective in producing motion. Terminal 
pressure, is that pressure which the steam would have supposing it to ex¬ 
pand to the end of the stroke, instead of being released earlier. This 
pressure is found by extending the expansion curve to the end of the 
stroke, and measuring the height of the extremity of the curve above 
the vacuum line. 



The mean effective pressure is the difference between the average 
steam pressure acting to propel the piston and the average counter press¬ 
ure against which it moves. We may obtain this pressure directly from 
an indicator diagram, to do this we divide the length of the diagram in¬ 
to 10 equal spaces so taken that there is a half space at each end, 10 is a 
convenient number, but this is immaterial any other number may be used, 
the more numerous the spaces of course the greater the accuracy. Fig. 34 
shows an ideal diagram, so divided by parallel lines at right angles to the 
atmospheric line. The figure D E F H I K represents a card from a con¬ 
densing engine and the figure D E F h 1 K that from a non-condensing 
engine. The height of the upper part of the figure, measured on each of 


















96 


The Cummer Engine Company. 


these lines, counting from the vacuum line for a condensing engine, and 
from the atmospheric line for a non-condensing engine, shows the forward 
pressure acting upon the piston at each of these divisions. Should a non¬ 
condensing engine expand below the atmospheric pressure, then the press¬ 
ures for that part of the curve below the atmospheric line are to be con¬ 
sidered negative. Adding together all these pressures and substracting 
the sum of the back pressures measured from vacuum line for condensing 
engines and from the atmospheric line for non-condensing engines 
and dividing the result by ten or whatever number of equal spaces we 
have taken we get the mean effective pressure. But generally, it is not 
necessary to measure the steam pressures and counter pressures separately, 
we can take the proper scale and measure directly the length of ordinate 
included between the upper and lower lines of the diagram and dividing 
their sum by the number of intervals we get the mean effective pressure. 
Thus in Fig. 34 the sum of all the ordinates of effective pressure is, 82 -j- 
96 + 98 -f 78 + 61 -f 50 + 43 + 37 + 33 + 27=605. This .divided by 
10 gives 60.5 lbs. for the mean effective pressure. Where expansion below 
the atmosphere occurs with non-condensing engines, this rule is modified ; 
because, steam pressures below the atmospheric line not only cease to be 
effective but the piston moves against a back pressure from the atmos¬ 
phere, these steam pressures are therefore considered negative, and, since 
the corresponding counter pressures are also negative pressures, it follows 
that the whole lengths of all the ordinates in the looped portion of the 
diagram are negative, hence they must be subtracted from the sum of 
the ordinates in the other part of the diagram and the remainder divided 
by the number of intervals gives the M. E. P. as before. Incidentally 
there is here shown the disadvantage of expanding below the atmosphere 
with non-condensing engines, for the back pressure being in excess of 
the direct pressure, the surplus simply acts as a drag on the fly wheel; 
the direct pressure is thus worse than useless for producing motion. The 
same loss of power may occur with a condensing engine whenever, in 
consequence of insufficient vacuum, the line of back pressure rises above 
the lower part of the expansion line. 

The method above shown is the one generally used to determine the 
M. E. P. but it is not to be considered as'anything but a close approxi¬ 
mation, it would be correct only when the number or intervals is indifi- 
nitely increased, so as to give the pressures at an infinite number of points.. 
For purposes of calculation the theoretical M. E. P. is much more exact, 
and, where proper allowance is made for back pressure, it is a very use¬ 
ful and correct way of computing horse-powers. It will be convenient 
for this purpose to have a table of mean effective pressures for various 
steam pressures and various points of cut-off. Such a table we have cal¬ 
culated and will introduce it in this connection. The above explanations 


The Cummer Engine Company. 


9T 

will serve to give an idea of the lines of the diagram as they are ordin¬ 
arily understood. Thus far only one diagram has been spoken of, but 
there should be a diagram taken from each end of the cylinder, these will 
be found to be similar, but not exactly alike, one reason is in conse¬ 
quence of the angularity of the connecting-rod and the presence of the 
piston-rod on only one side and the different compression required to 
give regular action, another is slight differences in setting the valves re¬ 
quired by these and other causes. We have also taken it for granted in 
our explanation, that in a diagram, the lower line represents the back 
pressure acting upon the piston during a forward stroke. In reality, this 
is not the case, the real counter pressure against which the piston works 
is that represented by the lower line of a diagram taken from the other 
end of the cylinder. But since the M. E. P. should be obtained by aver¬ 
aging the pressures of both cards and deducting the back pressure in each, 
it will not affect the result, to consider the lower line in a diagram to 
mean the real counter pressure against which the piston is acting, even 
though such an assumption is not strictly correct. Having obtained the 
mean effective pressure either from the diagrams or from the table it is 
then easy to calculate the indicated horse-power of an engine. A horse¬ 
power is a conventional term, and expresses a rate of mechanical work,, 
measured in foot-pounds for some unit 01 time as one second or one min¬ 
ute. 33,000 pounds raised one foot high in one minute is what is com¬ 
monly understood to mean a horse power. To calculate the indicated 
horse-power of an engine we proceed thus:—The area of the piston in 
square inches multiplied by the mean effective pressure in pounds per 
square inch, multiplied by the piston speed in feet per minute (or by 
twice the stroke multiplied by the number of revolutions pei minute) 
gives a certain number of foot-pounds of work, which divided by 33,000 
gives the horse-power of the engine. Suppose for example that we have 
a 14x24 engine; piston speed 560 feet per minute, mean effective press- 
38.65 lbs. per square inch, piston area 153.938 square inches. Then 
153.938 X 38.65 X 560 -f- 33,000 = 101 horse-power. For the same size 
engine, and same speed, variations in power will occur as the mean effec¬ 
tive pressure is varied; the other factors remaining as they were. This 
gives a means of facilitating calculations, for, if instead of 38.65 lbs., in 
the above calculation, we took a pressure of one pound then the result in 
horse-power would be 2.6121 horse-power; and in our tables this is what 
is called the horse-power constant for one pound M. E. P. If then we 
find the mean effective pressure and multiply it by the constant for the 
particular engine we get the horse-power at once, thus 2.6121X38.65=101 
horse-power as before. When a different rate of revolution is taken, this 
constant is not correct, but it will be greater or less in proportion to the 
number of revolutions. Thus for 100 revolutions the constant should be 


98 


The Cummer Engine Company. 


2.6121 140 X 100, that is divide the constant by the number of revolu¬ 

tions given in the table and multiply by the new rate of revolution, the 
result will be a new constant for that speed, which multiplied by the 
mean effective pressure gives the horse-power for the new speed. This 
constant will be found very convenient to ascertain what power will 
be developed with a given engine when the steam pressure, and therefore 
the M. E. P. is varied. 

INDICATOR DIAGRAMS. 

We now introduce a few diagrams, selected from among a large num¬ 
ber which we have at hand ; they are designed to show fairly the average 
working of our engine under ordinary conditions, and will be found to 
well illustrate what has previously been said about the theoretical points 
in good indicator diagrams, and to show how closely the peculiar ex¬ 
cellence of our valve system permits the best results to be obtained. 

The application of the indicator to an engine is really a scientific 
experiment, and should be undertaken with a degree of care and pre¬ 
caution against error, such as men of science adopt; the conclusions 
based upon the diagrams must also be judiciously made. While we are 
not of those who unduly exalt the office of the indicator to perform all 
sorts of impossible things, we do claim, and know, that when intelli¬ 
gently applied, the results are perfectly reliable, and are very valuable. 
There is no other way by which we may know positively that the valves 
have been properly set, and that the steam is acting to the best advan¬ 
tage, except by taking an indicator diagram from the engine, and cor¬ 
rectly interpreting the various lines; nor, can we ascertain in any other 
way with a reasonable degree of certainty what power is being developed 
by the engine, or form any idea of how closely the actual power ap¬ 
proaches the ordinary rating. 

In these diagrams which follow, unless otherwise stated, the dotted 
portion is the actual figure traced by the indicator ; and, the full line is 
the theoretical diagram of steam expanding from boiler pressure, with a 
cut-off equal to the given cut-off and clearance added, down to termi¬ 
nal pressure—pressures being measured from the atmospheric line in non¬ 
condensing engines, and from line of perfect vacuum in condensing 
engines. 

Whenever the scale of the diagram is not given, it is to be under¬ 
stood that the original was reduced by photography, in order to make 
the wood cut of a suitable size for our pages; this reduction does not, 
of course, effect the truth of the diagram, since everything preserves the 
same proportion as before, but the diagram cannot be measured by the 
usual scale. 


The Cummer Engine Company. 


99 


No. 1, scale 30 lbs., was taken from a 20x36 condensing engine, revolu¬ 
tions 7 3, steam pressure in boiler 65 pounds. The load on this engine is 
too light for economy, but the diagram is a good one; the admission 
line and steam line are good ; the expansion line coincides very closely 
with the theoretical curve, and there is a free exhaust and excellent line of 
counter pressure. The compression might begin a little earlier with 
advantage. 



No. 1. 


No. 2, scale 30 lbs., is a diagram from a 22x42 automatic condensing 
engine, revolutions 75, steam pressure 60 pounds ; this is also taken with 
a light load. The point of cut off is well defined, and expansion and ex¬ 
haust lines are good ; the line of counter pressure runs nearly parallel with 
the line of perfect vacuum, and about four pounds above it. Here, we 
have a better compression than in No. 1. 

No. 3. This diagram is from a 16x36 non-condensing engine ; rev¬ 
olutions 90 ; steam pressure 90 lbs. The load on this engine is such as 
we consider a good one for ordinary economical working; the point of 
cut-off is at about one-fourth stroke. There is a good steam line parallel 
to that for boiler pressure, and only a few pounds below it. At the point 
of cut-off the corner is but slightly rounded, and the expansion curve fol- 




100 


The Cummer Engine Company. 



No. 2. 


lows closely the theoretical line. The exhaust is excellent, as is also the- 
line for back pressure, which comes close to the atmospheric line, and 
there is a good compression line 



No. 3. 


Our arrangement of separate exhaust valves is such that we can always 
set them to secure any desired release or compression. It is important 
to have a free exhaust without allowing release to take place too early ; 





The Cummer Engine Company. 


101 


at the same time compression must be arranged so that steam in the 
clearance space may be compressed to proper pressure at the beginning 
of each stroke. Owing to the much lower counter pressure in condens¬ 
ing engines, it is more difficult to secure suitable compression than with 
non-condensing engines ; we have to commence to cushion earlier, and 
wish to do so without having to exhaust any earlier. In most other en¬ 
gines an early compression means an early release, but in our engine 
these two points can be adjusted independently, as we shall now show. 
When a valve motion is designed, we always give sufficient travel, which, 
while small, still allows a certain range for adjustment, and, in conse¬ 
quence of having valves at each end of the cylinder, which are inde¬ 
pendent of each other, we have practically an adjustable amount of lap. 
Suppose that we have the steam admission and exhaust release arranged 



No. 4. 


to our satisfaction, but that it is desired to give more compression, in¬ 
stead of deranging two things to effect an improvement in one point, 
we can bring them all to be just as we desire. Thus we can shift our 
main eccentric so as to give an earlier closure to the exhaust valve for 
our desired compression, and give more lap, so as to preserve the same 
lead as before, and therefore the same release. Nor do we really disturb 
the main valve, because it may be moved so as to have more lap and keep 
the same lead or opening at the commencement of a stroke as before, 
while its earlier closure does not affect the working, because we have 
allowed ourselves a limit of movement for adjustment. It will be appa¬ 
rent how easily and accurately our valves may be set, the change may 
be made if a non-condensing engine is to be worked as a condensing 
engine and still run smoothly, or to secure such results as the indicator 
shows to be desirable. 




102 


The Cummer Engine Company. 


To illustrate these points we have inserted diagrams from one of our 
14x30 Class C engines. In No. 4 it will be seen that the release is 
not early enough, and that in consequence of this, the back pressure at 
the commencement of the return stroke is much too high. This shows 
the effect of an improper valve setting ; to remedy this defect, the main 
eccentric should be advanced slightly ; this gives the exhaust valve an 
earlier opening, and produces an exhaust line and line of back pressure, 
as shown by the dotted curved line at this portion of the figure; at the 
same time the compression begins a little earlier, as shown by the dotted 
line at the point of compression. To preserve the same linear lead for 
the main valves, as before, we then spread them so as to give enough lap 
to compensate for the angular advance. This causes an earlier cut-off 
for the main valve, but not enough earlier than is within the limits as¬ 
signed to the cut-off valve. 



No. o. 


If we had wished to have an earlier release, and retain the same 
compression line, this could be accomplished by moving the exhaust 
valves towards each other, the same distance that the main steam valves, 
had been spread, or moved apart from each other. 

The line of back pressure in the diagram is nearly four pounds above 
the atmospheric line, whereas it should not be more than half a pound 
above this line, as shown in No. 6. This defect was in consequence 
of an improper connection with the heater, and the diagram, in contrast 
to No. 6, shows how a good engine may be given imper¬ 
fect working, if those who attend to the erecting and valve setting do 
not perform their work properly, and do not make use of the indicator 
to correct any error or oversight that may occur. The two diagrams, 
No. 4 and No. 5 from the 14x30 engine show the benefit to be 



The Cummer Engine Company. 


103 


derived from high pressure steam and expansion at an economical rate, 
compared with steam of lower pressure allowed to follow further. In 
No. 4, scale 50 lbs. the boiler pressure is about 85 lbs. ; the point of cut-off 
about | stroke, and the M. E. P. is 51 lbs., which gives, at 112 revolu¬ 
tions, 133.2 horse-power. The terminal pressure 39.7 lbs. is high; this 
pressure, representing the steam consumed and the mean pressure above 
vacuum representing the gross work done in a stroke, if we divide the 
latter figure by the terminal pressure, we obtain a result which shows the 
gain by expansion : thus, 69.7-f-39.7=1.75, the gain by expansion with 
85 lbs. steam cut off at § stroke. No. 5, scale 50 lbs., is a card from the 
.same engine only using steam of 102 lbs., and cutting off at instead 
of at | ; here the M. E. P. is 49.29 lbs., yielding, at 112 revolutions, 
128.62 horse-power. We have a lower terminal pressure, which is 32.7 
lbs. Dividing as before, the mean absolute pressure, by the terminal 
pressure, we get 67.99-^-32.7=2.08, the gain by expansion in this case. 

This gain, compared with the former figure, and a comparison of the 
horse-powers calculated from the two cards, shows that with a cut-off at 
£stroke, with steam at 102 lbs., we obtain within four per cent, of the 
power given by steam at 85 lbs. cut-off at f stroke; and, that we thus 
secure practically the same power with about 17 % less steam consump¬ 
tion. The boiler used with this engine is 64" diameter xl6 feet long, 
with 50 tubes four inches in diameter; it is such a boiler as we furnish 
and consider to be proper for one of our 14x30 Class C engines. A 
comparison of the horse power developed by the engine with the power 
ratings in our tables will show that our engines and boilers may be fully 
relied upon, to yield an economical power beyond our ratings. It is to 
be remembered that in these diagrams the back pressure is high, this 
was a fault in the connection with the heater, as already explained, and 
was very easily remedied. But if the difficulty had not existed, the 
same steam, taken from the boiler, and which is indicated by the dia¬ 
grams, would have yielded 10 additional effective horse-power, instead of 
being uselessly expended in overcoming back pressure ; and, the duty that 
would have been economically obtained from this engine and boiler is, 
therefore, entitled to be increased from 128.6 horse-power to 138.6 
horse-power. The boiler fired quite easily, and without crowding in 
any way, at the time these cards were taken. These two cards, illustrat¬ 
ing so well several points of interest and importance, we have gone into 
the subject a little more thoroughly, so that our patrons may know that 
we have given these important and vital matters our careful, intelligent 
and practical consideration; and, also, to show that the power ratings 
given by us, both for our engines and boilers, are sustained by actual 

and solid results. 


104 


The Cummer Engine Company. 


No. 6 is from an 18x36 Automatic Cummer engine, the cut¬ 
off is at -J- stroke, boiler pressure 87 lbs. a higher pressure being used in 
winter, initial pressure 81 lbs., revolutions 100, horse-power developed 
800 horse-power. 

This engine is used to drive a saw mill. The full power required by 
the mill varies from 250 to 325 horse-power, according to the size of 
the timber and its condition, whether frosty or otherwise. From 
60 to 65 horse-power is absorbed by the friction of the mill and the 
smaller saws, the latter consist of one gang edger, one gang bolter and 
•one gang lath mill, and this is the only constant load upon the engine. 
The large 6 foot circular saw makes 650 revolutions per minute with a 
steam feed which advances the carriage 13-J inches for each revolution of 
the saw. When in the cut, the large circular absorbs 150 to 250 horse¬ 
power which is in addition to the power required by the mill, and, the mo- 



No. 6. 


ment the saw is out of the cut the load is instantly reduced to the friction 
load of 60 to 65 horse-power; this sudden variation of power occurs several 
times per minute. There is an interval of time, however, when a new 
log is being put on the carriage, where the engine might race if not con¬ 
trolled by the governor, but the governor holds the engine so closely to 
its normal speed that there are no perceptible variations in its revolu¬ 
tions with any load that may vary from the friction load to that at 1 talf 
stroke; and from the friction load to £ stroke, the variations do not ex¬ 
ceed four revolutions. Our expert and the owners of the engine assert 
that up to half stroke the variation was so slight that they could not 
count close enough to detect with certainty a variation of even one 
revolution from standard speed. This engine is working to maximum 
capacity and the above card which shows the action of the steam under 
a full load we consider to be an unusually good one. The steam line is 



The Cummer Engine Company. 


105 


parallel to the atmospheric line up to £ stroke, beyond this there is shown 
a slight wire-drawing up to the point of cut-off at \ stroke. The loss 
of pressure from this cause is but very little, and is more apparent than 
real; it amounts to but 1J lbs for a whole stroke which is more than com¬ 
pensated for by other advantages as will appear later on. This card 
shows a good expansion line and a remarkably good exhaust line, the 
large quantity of steam in the cylinder is exhausted as quickly and freely 
as with a cut-off very early in the stroke. The line of counter pressure 
shows very little resistance and the compression line and admission line 
are both good. For the purpose of discussing some of the features of our 
valve system, we have drawn in dotted lines upon the diagram the theoret¬ 
ical curves for J and § cut-off, and, there is shown the completed figure for 
each of these points; referring now to the diagram it will be seen, that up 
to £ stroke there is no diminution in the height of the steam line and that 
at f- cut-off the loss of pressure is but very slight, amounting to only \ of a 
pound for a whole stroke. Our economical range for expansion is from 
£ to -§■ cut-off, the best economy being had for a cut-off at \ stroke ; at this 
point, and also for \ and under, there is no loss of pressure whatever and 
at ■§ strokej it amounts in this case to only ^ of a pound which is incon¬ 
siderable. For a. .cut-off at { stroke there is the reduction in pressure 
such as shown by the diagram and fox ■§• there would be somewhat more; 
now although we could make our ports and valves of such a size that there 
would be no wire-drawing whatever, even when following as far as $ 
stroke, yet increasing the size and travel of our valves would increase the 
friction very much and we have aimed to keep this as low as possible. 
So that it is a matter of free choice, and not of necessity, which has led us 
to submit to a little wire-drawing, after passing the economical range of 
•expansion, in order to secure the great advantage of a plain, unbalanced 
valve moving with but very little friction, and, it will be seen, that in 
effect we sacrifice nothing, because our engines are designed to work 
economically with a cut-off varying from £ to f, and, within these limits, 
there is*no appreciable loss. Beyond § cut-off the engine should not be 
called upon to go for regular working, for, while a cut-off later than f 
yields more power, it does not'give enough expansion for good economy 
and an engine should only occasionally be called upon to exert its full 
capacity; it should be large enough to perform its regular work with a 
■cut-off varying from \ to For an expansion within this range, our 
valves and port proportions are such, that our engines have been shown 
to yield an exceptionally high economy, placing them in the very for- 
most rank of economical steam-users, and this without encumbering them 
with the unnecessary and injurious friction and wear inseparable from 
large valves and frictional surfaces. Our long and watchful experience 
enables us to decide upon these proportions without erring on either side 
as Is demonstrated by our diagrams and the working of our engines. 


106 


The Cummer Engine Company. 



No. 7. 


No. 7, scale 60 lbs. is a card from a 20x24 throttling engine, fitted 
with a plain slide valve cutting off at £ stroke; it may be considered a 
very good average card from an ordinary engine of this class. We in¬ 
troduce it here to show the improvement which may be effected when 
the valves and ports are given proper proportions. The boiler pressure 
used when this diagram was taken was 104 lbs., which is exceptionally 
high for this class of engine, the best initial pressure that could obtained 
was 71 lbs. representing a loss of 30 per cent., and the best mean effec¬ 
tive pressure was 56 lbs. yielding 273 horse-power. We then made a 
change in the valves and ports, put on a better governor and produced a 
card such as No. 8; here the boiler pressure is 93 lbs. initial 
pressure 78 lbs., showing a loss by throttling of only 16 per cent. The 



No. s. 


The Cummer Engine Company. 


ior 

engine was made to cut-off at f stroke which gives a mean effective press¬ 
ure of 67.4 lbs., and a horse-power of 31S.5 horse-power. This gives an 
idea of the great benefit which such j idicious changes will secure with 
an ordinary engine; much better results than this may be expected from 
our Class E plain slide valve engines which have been carefully designed 
throughout and correct proportions adopted for distributing the steam. 

No. 9 is from the 18x36 engine before spoken of, steam pressure 
by guage 91 lbs., revolutions 100. The diagrams on this card show the 



No. 9. 


effect of a varying load; the approximate points of cut-off are f 

and -J stroke ; the cut-off at T l 7 corresponds to about 60 horse-power, the 
frictional load ; the other loads correspond to the different depths of cut 
made by the circular saw ; it takes about three to six seconds, according to 
the condition of the timber, to go through a log 30 feet long, and all 
these changes including that for maximum capacity in No. 6 were made 
within 13 seconds. It only requires about one to two seconds for the 
governor to change the power developed from that required by the fric¬ 
tion load to the full power at half stroke. 







/ 







Fig. 35. Elevation of Engine. Class 






































































































































































































The Cummer Engine Company. 


109 


CLASS D ENGINES. 

The general design of this engine is seen in Fig. 35. As soon as 
cuts are prepared we shall illustrate and describe the various details, as 
we have already done with Class C; until then it will not be possible 
to make intelligible anything more than a general description. The bed 
plate, as will be seen, is all in one casting, and is supported for its en¬ 
tire length upon the foundation, while the cylinder overhangs and is 
attached to the frame in the same manner as is adopted with our Class B 
engines. It will be seen that the cross-head and guides have a different 
form from that in our engines previously described. For the cross-head, 
instead of having a bearing surface above and below the connecting-rod 
pin, the bearing surfaces are all placed below the pin. The lower part of 
the cross-head rests upon a broad, flat surface, and the cross-head is held 
in place by means of two flat shoes, one on either side, which form the 
upper guides ; one of these shoes, with its bolts for adjustment, is shown 
in the elevation. The sliding surfaces of the cross-head are formed of 
anti-friction metal; there are no separate gibs, with means for adjust¬ 
ment like those used with our Class B and C engines; the shoes above 
mentioned give one means for taking up wear; and, when much worn, 
it is an easy and inexpensive matter to line up the cross-head, and renew 
the anti-friction metal surfaces. We use a disc crank for these engines, 
and the same form of connecting-rod as with classes B and C. The 
main and outboard bearings are also of the same general form as those 
for our automatic engines; the bottom of the bearing i<5 anti-friction 
metal, and there are quarter boxes, with means for adjusting them, and 
also the cap, while a similar method of lubrication is provided as with 
those engines. For our Class D engines we use plain flat valves, and 
have devised a special form of valve so that, while one main valve admits 
steam to either end of the cylinder, and also exhausts the steam, the 
travel of the valve, and the surface exposed to steam pressure is small, 
and therefore such valves require but little power to move them ; at the 
same time, by having an exhaust cavity at each end of the valve, there 
is, to all intents and purposes, a separate steam and exhaust valve for 
each end of the cylinder; thus the steam passages are made short and 
direct, keeping the clearance much lower than is usual in this form of 
engine. Upon the back of the main valve is another flat valve for cut¬ 
off; this valve is of such form that steam is admitted from two openings 
at once; a small movement thus suffices to give a large port opening in 
like manner as with our other valves already described. These engines 
have a cut-off which is fixed at ± or f stroke, the eccentric and shaft 
have key-ways provided, so that either point of cut-off may be used as 
desired. The economy secured with these engines is second only to that 


110 


The Cummer Engine Company. 


obtained with our automatic engines, while the design, workmanship and 
materials are equally as good. We may briefly point out the reason for the 
difference in economy between these two classes of engines; if it were 
possible to have such a thing as a constant load upon an engine, then, by 
adopting an economical point of cut-off, say ^ stroke, and using steam 
of full boiler pressure, there would be little difference in economy in favor 
of either engine. But in point of fact, the load upon an engine in 
ordinary use is continually changing, and while an automatic engine 
measures off just that quantity of full pressure steam, which the load 
requires at each instant, the engine, with fixed cut-off, admits always the 
same volume of steam, and maintains standard speed by throttling, 
which varies the initial steam pressure. With automatic engines, we can 
use steam of nearly full boiler pressure, but with the other kind only 
about % of this is available in the cylinder, as mentioned in the note 
under the tables for Class D ; and, when engines are badly designed, the 
pressure is sometimes reduced to f, or even \ the boiler pressure. En¬ 
gines, with fixed cut-off, are obliged to regulate by throttling or wire¬ 
drawing, and since any loss of boiler pressure is that much lost power, 
which an automatic engine is not subject to, except to a very slight 
extent, the reason for the superior economy of automatic engines is 
readily comprehended. These Class D engines, however, are well 
designed, and, when running under a reasonably constant load, will show 
an excellent economy, and are greatly superior to engines of the 
plain slide valve variety. In a former article, where a comparison 
was made between an automatic and a plain slide valve engine, much of 
the reasoning would apply with equal force to the cost and performance 
of an engine with fixed cut-off, as compared with an ordinary engine, 
and show a very decided economy in fuel in favor of the engine with 
fixed cut-off, as well as a cost of an outfit for a given power, which is 
only a slight advance upon the first cost of an ordinary engine with its 
outfit. The reason for this small difference in cost is, as before stated, 
in consequence of using steam of higher pressure, and getting as much 
power out of a small engine as was obtained with a plain slide valve 
engine of larger size; and, also, because there is greater economy in 
using steam which enables us to employ a smaller boiler. Thus we use for 
our Class D engines not over 12 square feet of heating surface to a horse¬ 
power, while ordinary plain slide valve engines will require 15 square 
feet for each horse power ; this difference in the necessary boiler power, 
and the saving in first cost resulting from a smaller engine and smaller 
boilers, will often be sufficient to pay for the cut-off mechanism on an 
engine of this kind ; and, the purchaser has thereafter all the advantage 
of the increased economy in fuel, which amounts to from 10 to 20 per 
cent. 







The Cummer Engine Company. 


Ill 


In the design and construction of these Class D engines, we wish to 
call attention to the fact that they are proportioned throughout to de¬ 
velop such powers as are given in the tables, just as is the case with our 
automatic engines, and they may be relied upon to yield these powers. 
The frame, main bearing and crank, the connecting-rod, crank pin, 
cross-head, and all working parts are given such proportions that proper 
strength and stiffness is secured, as well as sufficient size given to ensure 
thorough lubrication and freedom from heating when developing the 
rated power. The ordinary plain slide valve engines cannot properly be 
compared in cost or construction with our Class D engines, of the same 
size cylinder, because they do not give nearly so much power, and their 
proportions will not allow them to be worked much beyond their ordinary 
ratings, while one of our Class D engines will give upwards of 50 °j 0 more 
power than the plain slide valve engine of the same size. In order 
to estimate what our Class D engines can do, it is necessary to refer both 
to the size of cylinder and the power they are able to develop. There 
are two ordinary ways by which some persons buy and sell engines; one 
is to estimate them at so much per horse-power, without reference to 
anything else ; and the other is to base the cost simply upon the size of 
cylinder ; but it is manifest that neither method is correct or satisfactory. 
It is not a good plan to buy an engine for so much per horse-power, be¬ 
cause the engine may have to be run at such a high speed, and under so 
great a steam pressure, as to be unsafe, and to need constant care and 
watchfulness, as well as frequent repairs. It is equally unsatisfactory, 
and very misleading also, to judge of an engine and base its cost upon 
the size of cylinder alone, because, although the cylinder may have a 
sufficient capacity for developing a large power, yet, the engine itself may 
not be at all adapted in its working parts for anything beyond a much 
lower rating ; and hence, it cannot justly be compared with an engine of 
the same size cylinder, but in which every part has been calculated for a 
power, such as the cylinder is able to yield. These facts should not be 
lost sight of by purchasers, and in estimating the capabilities of an en¬ 
gine, it should be determined whether a certain power can be developed 
with a certain sized cylinder, the engine working at a safe and moderate 
speed, and under a proper steam pressure; then it should be considered 
whether everything has been proportioned with reference to this power, 
in order that each part may have the necessary strength and stiffness, and 
that all the bearings and sliding surfaces are of sufficient size to prevent 
heating, and ensure thorough lubrication, After all these things have 
been considered, the question of economy,* already discussed at thebe- 
ginning of this article, will be found to be a very important matter. 
Each of these points, in turn, and in their relations to each other, have 
been carefully considered by us in the design and construction of these 
•engines. 


112 


X 


CX2 


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Weight, 

Pounds. 


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The belt powers in the above table are for three-eighth cut off, with 90 pounds steam, or for the ordinary power ratings when fitted with the com¬ 
mon D valve, cutting off at about five-eighths, and throttling with the governor. 


















































113 


THE CUMMER. ENGINE CO., 

CLEVELAND, O. 


'Class D. Slide-Valve Engines with fixed Cut-off. 


CYLINDER. 

Rev’lut’ns 

Piston Speed 

Horse Power 

HORSE POWER. 

Diameter 

Inches. 

Stroke 

Inches. 

per 

in 

constant for 




Minute, 

Ft. per Min. 

llb.M.E. P. 

30 M. E. P. 

35 M. E. P. 

40 M. E. P. 

6 

12 

200 

400 

.3427 

10.3 

12.0 

13.7 

7 

12 

200 

400 

.4664 

14.0 

16.3 

18.7 

8 

12 

200 

400 

.6092 

18.3 

21.3 

24.4 

9 

16 

175 

467 

.9002 

27.0 

31.5 

36.0 

10 

16 

175 

467 

1.1115 

33.4 

38.9 

44.5 

12 

20 

150 

501 

1.7169 

51.5 

60.1 

68.7 

14 

20 

150 

501 

2.3369 

70.1 

81.8 

93.5 

15 

24 

140 

560 

2.9478 

88.4 

103.2 

117.9 

16 

24 

140 

560 

3.4119 

102.4 

119.4 

136.5 


The cut-off is fixed at % stroke*in all cases here given. 

The regularsteam pressures to be carried for the mean effective pres¬ 
sures as given in the above table are as follows: 

30 lbs. M. E. P.= 81 lbs. pressure per sq. inch in the boiler. 

35 “ “ = 94 

40 “ “ =106 " “ “ “ 

For engines with a fixed cut-off only £ of the boiler pressure is avail¬ 
able, and for this reason the boiler pressures in the above table are 
higher than for the corresponding M. E. P. for automatic cut-off engines. 






















THE CUIMER ENGINE CO., 

CLEVELAND, O. 


Class D. Slide-Valve Engines with fixed Cut-off. 


CYLINDER. 

Rev’lut’ns 

Piston Speed Horse Power 

HORSE POWER. 

Diameter 

Stroke 

per 

in 

1 constant for 










Inches. 

Inches. 

Minute. 

Ft. per Min. 

llb.M.E. P. 

40 M. E. P. 

45 M. E. P. 

50 M. E. P. 

6 

12 

200 

400 

.3427 

13.7 

| 

| 15.4 

17.1 

7 

12 

200 

400 

.4664 

18.7 

21.0 

23.3 

8 

12 

200 

400 

.6092 

24.4 

27.4 

30.5 

9 

16 

175 

467 

.9002 

36.0 

40.5 

45.0 

10 

16 

175 

467 

1.1115 

44.5 

50.0 

55.6 

12 

20 

150 

501 

1.7169 

68.7 

77.3 

85.9 

14 

20 

150 

501 

2.3369 

93.5 

105.2 

116.9 

15 

24 

140 

560 

2.9478 

117.9 

132.7 

147.4 

16 

24 

140 

560 

3.4119 

136.5 

153.5 

170.6 


The cut-off is fixed at ^ stroke in all cases here given. 

The steam pressures to be carried for the mean effective pressures 
as given in the above table are as follows : 

40 lbs. M. E. P.=75 lbs. pressure per sq. inch in the boiler. 

45 “ “ =88 “ “ “ 

50 “ “ =94 “ “ “ << 

This is on the basis of 4 of the boiler pressure being available in the 
cylinder when using a fixed cut-off. 























115 


The Cummer Engine Company 

CLEVELAND, O. 

Class E. Self-Contained Side-Valve Engines. 


HORSE POWER. 



6 

8 

io 

15 

20 

25 

Diameter of Cylinder (in.)_ 

5 

6 

1 

8 

9 

10 

Length of Stroke (in.)- 

8 

8 

10 

10 

12 

12 

Revolutions per Minute. .. 

220 

220 

200 

200 

180 

180 

Flywheel, Diameter (in,).. 

36 

40 

44 

48 

52 

56 

“ Face (in.). 

6 

6 

7 

8 

9 

10 

Pulley, Diameter (in.)- 

16 

16 

18 

20 

22 

24 

“ Face (in.). 

8 

9 

8 

8 

9 

10 

Steam Pipe, Diameter (in.) 

H 


1* 

2 

H 

H 

Exhaust Pipe “ “ 

2 

2 

2 

H 

3 

3 


Each Engine will be furnished with flywheel and pulley of the dimensions gives 
above, governor and belt, stop valve, drain cocks, anchor plates, foundation bolts, oil 
caps and wrench. 





















116 


TABLE OF MEAN-EFFECTIVE AND TERMINAL PRESSURES 


OF THE 


Cummer Cohdehsins#Hon-Condeisihg Engines. 


PRESSURES. 

Point 

of 

Cut-Off. 

Rate 

of 

Expan. 

Mean 

pressure 

througho't 

Stroke. 

BACK PRESSURE. 

.Mean Effective Press. 

Terminal 

pressure 

above 

V acuum. 

Above 

Atmos. 

Above 

Vac’um 

Non-con’g 

Conde’g. 

Non-con’g 

j Condens’g 

50 

65 

1 

y 


5 

33.77 

16 

4 

17.77 

29.77 

12.94 




i 

4 

38.56 

16 

4 

22.56 

34.56 

10.18 



a 

IF 


2.60 

48.14 

16 

4 

32.14 

44.14 

24.26 




i 

2 

54.74 

16 

4 

38.74 

50.74 

32.35 

55 

70 

1 


5 

36.38 

16 

4 

20.38 

32.38 

13.94 




i 

4 

41.54 

16 

4 

25.54 

37.54 

17.43 



3 


2.66 

51.86 

16 

4 

35.86 

47.86 

26.14 




i 

2 

58.97 

16 

4 

42.97 

54.97 

34.85 

SO 

75 

1 


5 

38.99 

16 

4 

22.99 

34.99 

14.94 




i 

4 

44.52 

16 

4 

28.52 

40.52 

18.68 



3. 


2.66 

55.58 

16 

4 

39.58 

51.58 

28.01 



b 

i 

2 

63.20 

16 

4 

47.20 

59.20 

37.35 

65 

80 

1 


5 

41.60 

16 

4 

25.60 

37.60 

15.94 




i 

4 

47.50 

16 

4 

31.50 

43.50 

19.93 



3 


2.66 

59.30 

16 

4 

43.30 

55.30 

29.89 



8 

i 

2 

67.43 

16 

4 

51.43 

63.43 

39.85 

70 

85 

1 

•g 


5 

44.21 

16 

4 

28.21 

40.21 

16.94 




i 

4 

50.48 

16 

4 

34.48 

46.48 

21.18 



3, 


2.66 

63.02 

16 

4 

47.02 

59.02 

31.76 




4 

2 

71.66 

16 

4 

55.66 

67.66 

42.35 

75 

90 

1. 


5 

46.82 

16 

4 

30.82 

42.82 

17.94 




i 

4 

53.46 

16 

4 

37.46 

49.46 

22.43 



3 

J 

• 

2.66 

66.74 

16 

4 

50.74 

62.74 

33.64 




i 

2 

75.89 

16 

4 

59.89 

71.89 

44,85 

SO 

95 

i 


5 

49.43 

16 

4 

33.43 

45.43 

18.94 




i 

4 

56.44 

16 

4 

40.44 

52.44 

23.68 



3 

if 


2.66 

70.46 

16 

4 

54.46 

66.46 

35.51 




i 

2 

80.12 

16 

4 

64.12 

76.12 

47.35 

85 

100 

1_ 


5 

52.04 

16 

4 

36.04 

48.04 

19.94 




i 

4 

59.42 

16 

4 

43.42 

55.42 

24.93 



3 

s 


2.66 

74.18 

16 

4 

58.18 

70.18 

37.39 




i 

2 

84.35 

16 

4 

68.35 

80.35 

49.85 

SO 

105 

1 

5 


5 

54.65 

16 

4 

38.65 

50.65 

20.94 




i 

4 

62.40 

16 

4 

46.40 

58.40 

26.18 



3 

J 


2.66 

77.90 

16 

4 

61.90 

73.90 

39.26 




i 

2 

88.58 

16 

4 

72.58 

84.58 

52.35 

95 

110 

1 

J 


5 

57.26 

16 

4 

41.26 

53.26 

21.94 




i 

4 

65.38 

16 

4 

49.38 

.61.38 

27.43 



3 

8 


2.66 

81.62 

16 

4 

65.62 

77.62 

41.14 




i 

2 

92.81 

16 

4 

76.81 

88.81 

54.85 

100 

115 

i 

j 


5 

59.87 

16 

4 

43.87 

55.87 

22.94 




i 

4 

68.36 

16 

4 

52.36 

64.36 

28.68 


* 

3 

J 


2.66 

85.34 

16 

4 

69.34 

81.34 

43.01 




i 

2 

97.04 

16 

4 

81.04 

93.04 

57.35 


In order to get rid of an inconvenient fraction in the second column the 
‘pressures above the atmospheric are given in round numbers at 15 pounds in¬ 
stead of 14.7 pounds. The calculations are all made with the latter and not the 
icrmer figures. 




















































The Cummer Engine Company, 


m 


EASE WITH WHICH ENGINES MAY BE SET UP. 

Although in many cases we send men to attend to the erecting and 
starting of our engines, yet this is by no means necessary and frequently 
the purchasers are able to do all such work themselves. We send work* 
ing drawings for the foundations of engines, for the boiler settings and 
the general arrangement of the engine and boiler rooms. There is often 
in the employ of the purchaser a millwright, or other expert in setting 
up machinery, who is competent to superintend the construction of 
foundations as well as to level and square up the engine. After this but 
little remains to be done. Our engines are all, to a great extent, self- 
contained and it is thus an easy matter to place them upon the founda¬ 
tions and line them up. When erected in the shop, all the parts of the 
engines are plainly marked, so that when taken apart no difficulty need 
be experienced in putting them together again ; but the engines are ship¬ 
ped in such condition that very little has to be done in this way when 
they are being erected. 

Before leaving the shop the valves are properly set and the valve- 
stems and eccentric rods adjusted to proper length ; the valves, valve- 
stems, &c., remain in position when the engines are shipped while the 
eccentric-rods are removed, but before taking them off their lengths are 
carefully trammed, and centre punch marks made, so that by means of a 
tram, which is sent with the engine, it is a very simple matter to screw- 
in the rods so as to have exactly the same lengths as before, and the 
valves themselves are then properly set ready for starting up the engine. 
This tram is to be retained and used from time to time in order to test 
the lengths of the rods and see that everything is in proper adjustment. 

ALWAYS KEEP US INFORMED HOW OUR ENGINES ARE 

WORKING. 

The demand of the intelligent manufacturer is that his engine shall 
be simple, durable, economical, closely governed, not liable to get out 
of order and easily managed. In the foregoing pages of this catalogue, 
we have aimed to give so plain a description of our engine that all who 
read carefully may be able to understand its construction and to decide 
for themselves with reference to its merits. We have brought to bear 
upon the design of our engine, the results of long study and experience 
in this held, and, recognizing the fact that correctness of principle and 
excellence of workmanship are equally important, we have also exer¬ 
cised the same intelligent care in the design and selection of tools and 
machinery specially adapted for its proper construction. The merits of 
our engine, and our careful attention to its manufacture, have already 

p-ained for us an excellent reputation which we are naturally desirous 
o 


118 


The Cummer Engine Company. 


shall be maintained and increased. Our interest in our engines does 
not cease when they leave our hands and payment has been made, and 
even though years should elapse, we feel that we cannot afford to have 
any of our engines running unless they are working creditably and giv¬ 
ing satisfaction to their owners. We appreciate the fact that an engine 
may be correct in every detail of its design and construction and yet 
occasionally fail to give its owner the results that he may naturally ex¬ 
pect and may also fail to obtain for itself and us such credit as is fully 
deserved. It sometimes happens,, at the outset, that foundations are not 
well built or that they settle after the engine has been placed in posi¬ 
tion ; the valves may not be properly adjusted when starting up or they 
may afterwards get out of adjustment. Occasionally engines are placed 
in the hands of incompetent men and there are various ways in which 
trouble can occur. The cause of any difficulty, even with all our care, 
might sometimes be with ourselves through the oversight of our em¬ 
ployees. But let it be where it may, we should like always to be in¬ 
formed, by the owner of any of our engines, whenever he is not entire¬ 
ly satisfied with the working of his machine ; and it will, in the majority 
of cases, occur that a few questions from us will lead to a discovery 
of the cause of difficulty and enable us by letter to suggest the proper 
remedy. 

If after an engine has been in use some time the economy ap¬ 
pears less satisfactory than it was at first the trouble perhaps is with 
the boiler. There may be several causes for this of which the one most 
likely to occur is that, through neglect or want of proper care and 
attention, scale has been allowed to form in the boiler to an injurious 
extent. It might also happen that the engine was working under a 
lighter load, or a heavier load, than was originally intended. In either 
event, the cut-off would not be at an economical point, and, where 
a much heavier load than the proper one was being used, the boiler 
would no longer be large enough for its work. In order to make enough 
steam for its increased duty the fires have to be forced, this makes it 
more difficult to maintain regular pressure and to obtain dry steam, while 
the larger amount of water which must be evaporated causes an excessive 
deposit of scale, and not only this, but there is not the same opportunity 
for thorough and complete combustion, which is given where a boiler is 
sufficiently large to do its regular work without forcing. 

Sometimes we furnish only the engine while the boilers are of some 
Other make and, perhaps, these boilers are old ones which had been used 
for the engine displaced by ours. Where lack of economy is complained 
of, in this case, it will frequently be found to be in consequence of a 
boiler whose size is too small for its work, or, because of some incorrect 
proportions in the design of the boiler. There maybe defective draft ; 




The Cummer Engine Company. 


119 


there may be too much grate surface, or too little. The amount of heat¬ 
ing surface may be greater or less than is required ; or, it may be so badly 
arranged that proper circulation of the water is prevented and that no 
facilities are afforded for examinations and removal of scale. Any of 
these causes, and others which could be mentioned, will interfere with 
economy ; but we will not go into this subject here any further than to 
add that, for extreme economy, the engine in the first place should be 
of proper size for the average load and then, from the beginning to the 
end of a power outfit, there should be an intelligent harmony in the pro¬ 
portions of each part, one to the other, and all to be supplemented by 
intelligent management. 


WEIGHTS OF WROUGHT IRON SHAFTING. 


Diam. of 

Shafting. 

Weight in Lbs. of 1 Ft. 

Diam. of 

Shafting. 

Weight in Lbs. of 1 Ft. 

Finish’d Sizes 

Rough Sizes. 

Finish’d Sizes 

Rough Sizes. 

i* 

5.41 

5.89 

H 

26.60 

27.65 

if 

7.46 

8.02 

00 

30.94 

32.07 

2 

9.83 

10,47 

4 

40.59 

41,89 

24 

12.53 

13,25 

4* 

53,01 

56,00 

24 

15.55 

16.36 

5 

65.45 

68,76 

24 

18.91 

19.80 

5* 

79.19 

82.83 

3 

22.59 

23.56 

6 

94.25 

98.22 


Note.—U p to 4" the finished sizes are T y' less than the nominal diameters in the 
Tough. Above 4" the finished diameters are on size, but the weights in the rough are 
based upon |" larger diameter. 



















120 


The Cummer Engine Company. 


BOILERS. 

We are prepared to furnish with our engines any kind of boiler that 
may be desired; the particular form of boiler, which is best suited to 
the requirements of any given case, will vary according to circumstances. 
Our various tables give dimensions and horse-powers of several forms of 
boilers, any one of which will yield excellent results, and they are such 
as we recommend to be used with our engines. Our boilers are all made 
of first-class material; there is an ample factor of safety allowed; the 
longitudinal seams are double riveted, and the flat surfaces are thoroughly 
braced. All boilers are carefully inspected and tested to a pressure of 
150 lbs. per square inch before they are sent out. We prefer to use steam 
of 90 or 100 lbs. pressure, and the boilers are constructed to withstand 
this amount. Sometimes persons are fearful lest these pressures may be 
dangerous, and wish to carry only 50 or 60 lbs., but 90 or 100 lbs. is not, 
by any means, a high pressure, and such boilers, properly constructed, 
will really be more secure than very many which are working at a 
pressure of 50 or 60 lbs. It is merely a question of strength, and is 
easily provided for, while the extra care used in the manufacture renders 
these boilers so safe that they may be used with full confidence. There 
are mainly two things to be attended to in the design and selection of a 
boiler; the first is to have a boiler constructed with a view to economy 
in fuel, and the other is to have the boiler adapted to whatever kind of 
feed water is to be used. In most cases economy is desirable, and this 
depends principally upon securing complete combustion, and then having 
a sufficient amount of properly arranged heating surface, to take up the 
heat and convey it to the water. Where scale is not likely to be formed 
upon the tubes, and other heating surfaces, one of our tubular boilers, 
with 3, SJ /2 or 4-inch tubes will be found a very compact and economical 
steam generator. Where impure, muddy water or hard water is em¬ 
ployed, it maybe necessary to select a boiler of a different kind, because 
the scale and deposits of foreign matter upon the heating surfaces will re¬ 
duce the efficiency so much, and is moreover so dangerous, because of the 
risk of blistering or even burning out the tubes and plates, that for such 
cases a boiler must be adapted in its construction so as to admit of 
easy access to all parts of the interior to remove the incrustations. One 
of our tubular boilers, with a central space, such as shown in Fig. 37, is 
recommended where only a moderate amount of scale is liable to be 
formed, these boilers are better adapted for ready inspection and removal 
of scale, than the ordinary tubular boiler, and there is also a much better 
circulation of the water. Boilers still better adapted for working with 
bad water are the six-inch tubular, and those of the five-flue variety. 
Five-flue boilers are made with 7, 8, 9 or 10-inch tubes, according to 
the diameter of the shell. The tubes are either made of plates, with. 


The Cummer Engine Company. 


121 


riveted seams or what is still better, they are seamless lap-welded tubes. 
Owing to the danger of collapse, which increases with the diameter, and 
also the length of the flue, it is not advisable to have them either of too 
large a diameter or too great a length. But the flues, such as given in 
our table, are not of large diameter, and with their ample thickness and 
moderate length, there is no danger to be apprehended from this cause. 
Our six-inch tubular boilers, may be considered intermediate between the 
ordinary tubular boiler and the five-flue boilers ; the tubes, in consequence 
of being riveted to flanged openings in the boiler heads, cannot be so 
closely spaced as is done on the three or four-inch tubular boilers. This 
larger space renders this kind of boiler one which is well suited to cases 
where bad water causes incrustations and makes it desirable to have easy 
access to the tubes for cleaning, and to allow proper circulation, even if 
scale has formed to some extent upon the tubes. When lime extracting 
heaters or other means of purifying the feed water, are used, or recourse 
is had to various boiler compounds, in order to prevent or remove scale, 
then there is less objection to using a tubular boiler with 3, 3^ or 4-inch 
tubes, and thus there may be secured better economy in fuel than is 
possible with the other forms of boilers having less heating surface. In 
order to have access to the interior, man holes are always provided in 
each head ; whenever a boiler is large enough to admit of it, there should 
be a man-hole above, and one below the tubes or’dues ; where this is not 
possible, the man-hole is placed above, and a hand-hole below ; this, in 
general, will give ample facilities for inspection, cleaning and repairs, 

MATERIALS USED IN BOILERS. 

The materials used in boiler making are cast iron, wrought iron and 
steel. Cast iron is used for fronts, grate bars, brackets, columns and 
stands for supporting the boiler, for nozzles, back plates for arches, at the 
rear of boiler, and for many other purposes ; but, except in some forms 
of sectional boilers, cast iron is not used for the boiler itself. Man-holes 
should always be surrounded with a heavy wrought iron ring, securely 
riveted to the plate in which the hole is made ; and this is demanded in or¬ 
der to compensate for the weakening effect of cutting such large holes in 
the shell or head of a boiler. The safety of a steam boiler, involving as 
it does that of human life and valuable property, nothing but thoroughly 
reliable materials should be allowed to enter into its construction, and 
one of the very first considerations in the design of a boiler should be 
to have it perfectly safe. Wrought iron, in the form of plates of various 
thicknesses, and of lap welded or drawn tubes is the material most 
commonly employed; mild steel is being gradually introduced, and 
there is hardly a question, that at no distant day, it will be very largely 
used. The grades of wrought iron plate, suitable for boiler making and 


122 


The Cummer Engine Company. 


manufactured expressly for the purpose, are known by the following 
brands : C. H. No. 1 Shell Iron ; C. H. No. 1 Flange Iron; and C. 
H. No. 1 Fire-box Iron. These irons are all made from very pure ores, 
and in all the operations of smelting, refining, and heating, regard is 
had to the purity of the fuel which is used, since this largely affects the 
quality of the iron. Great care is exercised in hammering and rolling 
the slabs, and the piles, which are made into plates, in order to ensure 
thorough working and remove all slag and cinder, so that the iron 
produced may be perfectly welded and free from seams and laminations, 
and have a high tensile strength, combined with ductility. Iron of this 
kind is fitted to resist the strains to which a boiler is subjected, to with¬ 
stand the effect of heat, and to undergo all the operations of punching, 
shearing, etc., without being injured in quality. It is not possible for 
an inferior iron to stand the tests for tensile strength and ductility, and 
hence these qualities, which may be easily determined by actual test 
with a testing machine, may be accepted as deciding whether boiler plate 
is good or bad. Many makers stamp their plates with their names, and 
the tensile strength of the iron. Reputable makers will not stamp plates 
unless they are.sure the quality is as represented ; in the absence of any 
brand it is a fair inference that the quality is not good enough for the 
maker to be willing to own his production. 

C. H. No. 1 Shell Iron is used for the shells of boilers; it should 
never be used for the heads, because, its quality is not good enough to 
admit of flanging. The tensile strength ranges from 45,000 lbs. to 
60,000 lbs. per square inch. Good boilerplate ought not to have a less 
tensile strength than 50,000 lbs. per square inch ; this strength, and even 
more, is yielded by all the well-known brands of this grade of iron. 

C. H. No. 1 Flange Iron is made in a similar manner as C. H. No. 1 
Shell, but the quality of iron used is better, and the working more 
thorough; the result is a softer, purer iron, less fibrous in structure, and 
of greater tensile strength and toughness; it is also nearly as strong 
across the grain, as in the direction of the grain, which is not the case 
with C. H. No. 1 Shell Iron. Flange iron should never have a less 
tensile strength than 50,000 lbs.; it reaches 60,000 lbs. or 65,000 lbs., 
but seldom exceeds this latter figure. Too great a tensile strength must 
-be purchased at the expense of other desirable qualities, as ductility and 
toughness. This quality of iron will stand repeated heating and cooling 
without becoming brittle, and is well adapted for being flanged, as is 
required for boiler heads, and should always be used for that purpose. 

C. H. No. 1 Fire-box Iron is similar in quality to that just described 
except that it is harder and better able to resist the high temperature of 
the fire-box, and should be used in such situations ; the tensile strength 
is high, and the metal admits of flanging, which is often desirable in 
forming the joints of a fire-box. 


The Cummer Engine Company. 


123 


STEEL FOR BOILER PLATES. 

A better material than wrought iron plate, and one which will, no 
•doubt, have a very extended use in the near future, is boiler plate made of 
mild steel. This metal may be produced by either the Crucible, Bessemer 
or Siemens-Martin process, of which the preference is to be given to the 
latter. Although termed steel, the carbon in this metal is not sufficient 
to cause it to harden, and ingot iron, a name which has been proposed, 
would be a more correct word. It is really a very pure wrought iron, 
with only a very small proportion of carbon ; the quantity permitted in 
plates suitable for boilers is from. 1 to . 15 of one per cent. The addition of 
a larger amount will give more tensile strength, but it decreases the 
ductility and toughness, and beyond a certain amount will cause the 
metal to harden. Steel adapted for boilers should have a tensile strength 
of from 60,000 to 65,000 pounds per square inch, and should stretch 
some 20 to 30 per cent, before breaking. Steel has an advantage over 
wrought iron in being of a homogeneous structure ; it is, therefore, nearly 
equally'strong in every direction, and being almost entirely free from 
any laminations, it is well fitted to withstand the flame and heat of the 
furnace or fire-box. Wrought iron plates are made by piling together 
and rolling slabs of metal which were previously hammered or rolled, 
and the quality of the plate produced depends not only upon the original 
purity of the iron, but upon the thoroughness with which slag or cinder 
is eliminated, and the whole mass welded into a solid plate free from 
laminations and blisters, which are the result of imperfect welding. 
Wrought iron has always more or less fibre, and is not so strong across 
the grain, as in the direction of the grain, nor do any but the very best 
qualities admit of flanging equally well in any direction. But steel 
having been thoroughly melted and poured when in a very fluid state, 
and the resulting ingot hammered and rolled, or simply rolled, into boiler 
plate, the metal has a much more uniform texture, and is in every way 
better suited to its purpose than wrought iron plates. Steel has a tensile 
strength, which is determined largely by the per centage of carbon it 
contains; but this is not to be accepted without qualification. The 
strength and many physical properties of the metal depend largely upon 
the arrangement of its particles, and this is determined by the treatment 
it has received in the various operations to which it has been subjected; 
test bars from steel of exactly the same chemical composition will respond 
differently to various tests, accordingly as they have been treated 
differently. It is found, also, that steel plates cannot be worked in the 
boiler shop according to the same methods as are employed with wrought 
iron. The operations of punching, shearing and flanging are more inju¬ 
rious to the plate, but it is found that the original good qualities may be 


124 


The Cummer Engine Company. 


restored by annealing, and this should always be done. The point to be 
noted particularly is that the ordinary processes, as used for boilers of 
wrought iron plate, must be modified when boilers are to be made of 
steel, and that when properly constructed, according to the principles 
which have been found effective in working steel, the element of uncer¬ 
tainty in the quality of this material is eliminated; and, the boilers may 
be used with fully as much confidence as if they were made of wrought 
iron, while there is secured all the superior advantages which are 
possessed by steel plates. 

CIRCULATION OF WATER. 

The transfer of heat in steam boilers is mainly accomplished by what 
is known as convection. The simple and familiar experiment of placing 
some particles of saw dust or bran in a glass vessel, partially filled with 
water, and applying heat beneath the vessel, clearly illustrates what takes 
place on a larger scale in a steam boiler. The small particles in the 
vessel, as the heat increases, will soon set up an upward and downward 
movement; this is caused by those portions immediately in contact with 
the source of heat becoming more highly heated than those more remote; 
the hotter water rises because its density is less than the colder water 
which displaces it. The cold water, in turn, becomes heated and is 
displaced by another and colder portion ; thus a continual movement of 
the water takes place, until the temperature rises sufficiently for ebullition 
to begin, and steam is then given off, which goes on until all the water 
has been evaporated. Now, it will be evident that if anything had been, 
allowed to hinder the free movement of these currents we speak of, that 
the transfer of heat would have been less rapid and thorough ; and, since in 
a steam boiler the same action takes place, especial care must be exercised, 
that these movements of the water, by which is meant the circulation, are 
not impeded to an injurious extent. The plain cylinder boiler, having 
nothing but a clear space on the inside, admits of a better circulation than 
a tubular or flue boiler, because, just as soon as tubes or flues are intro¬ 
duced, obstructions are offered to the movement of the water and the 
bubbles of steam which form around the heating surfaces. It is from 
this cause that knowledge and good judgment must be exercised in the 
spacing of tubes, and there can be no greater mistake than to suppose, 
without qualification, that a large extent of heating surface means a 
correspondingly large power for the boiler. If the tubes are crowded 
together too closely it will interfere so much with the circulation of the' 
water and the generation of the steam, that a positive improvement may 
be effected by taking out some of the tubes, so as to give more space. 
Another matter which must be looked to is that, when in use and 
deposits of scale accumulate on the tubes, the space between them is 


The Cummer Engine Company. 


125 


lessened, and enough space to compensate for this must be allowed at 
the outset. Our boiler tables give the diameter and number of tubes 
properly spaced for each boiler, so as to permit thorough circulation of 
the water, and free generation of the steam. The tubes are arranged in 
vertical rows, so that there is a clear, straight space between each row, 
as shown in Fig. 36. Tubes should not be arranged zig zag or so that 
the tubes in ©ne horizontal row are placed over the spaces in the adja¬ 
cent rows. Where water is liable to form scale, and thus impede 
circulation when tubes are spaced in the ordinary way, it is better to 
adopt the method shown in Fig. 37, and designated in our tables as being 
arranged with a central space. Here there is a much better opportunity 
for a free movement of the water and bubbles of steam, as they are 


ooooooooooooo 
ooo oooooooo oo 
ooooooooooooo 
ooooooooooo 
ooooooooooo 
oo —b\ oo 


Fig. 3G. 

disengaged from around the heating surfaces; boilers of this kind wi-i 
be found most efficient where there is liability for the tubes to become 
covered with scale, and they should be used in such cases. More or 
less distance is allowed between the vertical rows on either side of the 
central space, according to the diameter of the shell; and, since tae 
tubes are otherwise spaced the same as in the ordinary boiler, there is 
thus a less number of tubes for a boiler of given diameter, as will be 
seen by comparing the tables for each method of arrangement; but the 
increased efficiency consequent on the more thorough circulation, and 
which is especially valuable where water is impure, will more than 
compensate for the reduction in heating surface caused by removing a 







126 


The (summer Engine Company. 


row of tubes from the centre. The general movement of the water in a 
boiler of this kind will be up the central space and down on each side, or 
the reverse, accordingly as either the bottom or the sides of the shell are 
more highly heated ; this movement goes on continually as long as heat 
is applied, and renders this form of boiler an excellent one in many 
respects. 


oooooo oooooo 
oooooo oooooo 
oooooo oooooo 
oooooo oooooo 
ooooo ooooo 
00 /^= 0\00 


Fie. 37. 


HEATING SURFACES. 

Heating surfaces in boilers are all those surfaces which come in 
contact with the radiant heat and hot gases from combustion on the one 
side, and with the water on the other. For internally fired boilers, the 
sides and crown sheet or top of the fire-box, together with the combined 
surface of all tubes or flues is the heating surface. For boilers in which 
the furnace is external, the total area of all the tubes or flues, and a certain 
proportion of the shell, which we have taken at § the area, will consti¬ 
tute the whole heating surface. It will be apparent, upon slight 
consideration, that all surfaces reckoned as heating surfaces, are not equal 
in value, merely because their extent in square feet is the same. Heat is 
transmitted to the water in proportion to the difference in temperature 
between that due to the source of heat on one side of the plate, and of 
the water on the other side. Those parts of the boiler, therefore, which 
are exposed to the high temperature of the fire-box, in an internally 
fired boiler, have a much higher efficiency than an equal number of 














The Cummer Engine Company. 


127 


square feet in the tubes of an ordinary boiler; the amount of heat 
transmitted per square foot is very much greater, and it would not be at 
all fair to make simple extent of heating surfaces the ground for 
comparison between two such boilers. So, also, with flue boilers, the 
heating surface of the flues is more effective than an equal amount in 
the tubes of a tubular boiler. 

It will be manifiest, then, that no intelligent idea can be formed of 
the horse-power of a boiler by simply knowing the extent of its heating 
surfaces; it is necessary, also, to take into account the effectiveness of 
the heating surface, which, as we have already seen, varies greatly in the 
different types of boilers. Another point which involves a common 
mistake, but to which we will merely allude in this connection, is that, 
with a given boiler, merely increasing the amount of heating surface, by 
putting in more tubes, does not necessarily increase the horse-power or 
capacity to generate steam ; indeed, the very reverse may take place, 
because the tubes are then so crowded together that proper circulation of 
the water, upon which the generation of steam depends, is not permitted, 
and therefore the boiler, even with all its heating surface, is not able to 
make steam as rapidly as it would do if the tubes were properly spaced, 
so as to allow the ascending and descending currents of water, and the 
bubbles of steam which form around the heating surfaces, to flow freely 
without being impeded in their progress by impinging against the tubes. 
But, while simple extent of heating surface does not, in itself, convey a 
just notion of the capacity of a boiler as a steam generator, it is yet 
necessary to have some standard of reference, in order to reckon the 
horse-power, and we have taken the ordinary tubular boiler as a repre¬ 
sentative form. According to the effectiveness of the surface, other kinds 
of boilers will require more or less than the number of square feet 
allowed per horse-power with tubular boilers, and this must always be so 
understood when any comparison of boilers is to be made. But besides 
a knowledge of the effectiveness of the heating surface, it is necessary, 
when judging whether the allowance is sufficiently liberal, to know what 
kind of engine is to be used with the boiler; and when we say that so 
many square feet of heating surface are allowed for each horse-power, it 
must be understood that this quantity is varied according to the class of 
engine for which the boiler is proportioned ; and, that what will be 
ample for one kind of engine will, perhaps, be only one-half or one.third 
what is required by another. Thus, for a moderately large compound con¬ 
densing engine, steam-jacketed, provided with an ordinary and an auxil¬ 
iary heater, and all precautions against waste of heat, five square feet of 
heating surface, with a good tubular boiler, will be found a sufficient 
allowance. For an automatic condensing engine, not even provided 
with more than the one heater, seven square feet of heating surface per 


128 


The Cummer Engine Company. 


horse-power will be ample. For an automatic non-condensing engine, 
10 square feet of heating surface is a good allowance. Slide valve 
engines, with fixed cut-off, such as those of Class D, do not need more 
than 12 square feet of heating surface, while plain slide valve engines, 
especially if they be of small size will require 15 square feet, and in 
some cases even more. In general, engines of large size will need less 
heating surface per horse-power than small engines; and, in proportion 
as the heating surface is reduced from this cause, and also from having 
a more efficient engine, so is the amount of coal lessened per horse¬ 
power per hour. Thus with an engine of the highest grade, where 5 or 
6 square feet of heating surface is allowed to the horse-power, the con¬ 
sumption of coal is two pounds or less per horse-power per hour ; while, 
where 15 or more square feet are allowed, the consumption of coal is 5, 
6 or more pounds per horse-power per hour. The figures just given are 
for engines of medium size, and these amounts of heating surface, 
required by different classes of engines, are not derived from merely 
theoretical considerations, but are based upon the results of our own 
actual and successful practice. 

HORSE-POWER OF BOILERS. 

The term horse-power, as commonly used to describe the size of a 
boiler, and its capacity to make steam is, it must be admitted, somewhat 
vague and unsatisfactory, as well as plainly incorrect. A horse-power, 
strictly speaking, means a rate of mechanical work, and has no other mean¬ 
ing. But it is necessary, in proportioning boilers to engines of certain size 
and power, to have some convenient way of designating them, and 
since the amount of water evaporated by well proportioned boilers of a 
given type is according to the extent in square feet of their heating surfaces 
it has become customary to allow so many square feet of heating surface 
to be sufficient for evaporating the quantity of water required for each 
horse-power. Thus, if 10 square feet be allowed for each horse-power, 
the total heating surface of the shell and tubes divided by 10 gives the 
horse-power of the boiler; so also, if seven square feet or 12 square feet 
be considered the proper amount for a horse-power, the total heating 
surface is to be divided by seven or by twelve, in order to obtain the 
horse-power. In our boiler tables it will be noticed that there are tl ree 
columns under the heading horse-power, in which the horse-powers of 
the boilers are based upon 7, 10 or 12 square feet of heating surface 
respectively. The quantity of water required per horse-power per hour, 
varies according to the class of engine; and, therefore, the amount of 
heating surface, which is necessary to evaporate a given quantity of 
water, will be less for a high grade engine than it is for an ordinary 
engine. This difference must be borne in mind when selecting from the 
table, a boiler of proper size for an engine of a certain kind and horse¬ 
power, because, the horse-power of the boiler must be based upon 7,10 
or 12 square feet of heating surface, accordingly as the one or’the 
other amount may be demanded by the particular class of engine for 
which a suitable boiler is desired. 


130 


Three-Inch Tubular Boilers. 

Tubes Arbanged without a Central Space. 


BOILER. 

Square Feet of Heating 

Surface. 

HORSE POWER. 

BASED UPON 

Liam. 

Inches. 

Length. 

Feet. 

No. of 
Tubes. 

Shell. 

Tubes. 

Total. 

7 sq. 
Feet. 

10 sq. 
Feet. 

12 sq. 
Feet. 

36 

10 

19 

62.8 

149.2 

212.0 

30.3 

21.2 

17.7 


12 

19 

75.4 

179.0 

254.4 

36.3 

25.4 

21.2 


14 

19 

88.0 

208.9 

296.9 

42.4 

29.7 

24.7 


16 

19 

100.5 

238.7 

339.2 

48.5 

33.9 

28.3 

38 

10 

26 

66.3 

204.2 

270.5 

38.6 

27.1 

22.5 


12 

26 

79.6 

245.0 

324.6 

46.4 

32.5 

27.0 


14 

26 

92.8 

285.9 

378.7 

54.1 

37.9 

31.6 


16 

26 

106.1 

326.7 

432.8 

61.8 

43.3 

36.1 

40 

10 

32 

69.8 

251.3 

321.1 

45.9 

32.1 

26.8 


12 

32 

83.8 

301.6 

385.4 

55.1 

38.5 

32.1 


14 

32 

97.7 

351.8 

449.5 

64.2 

45.0 

37.5 


16 

32 

111.7 

402.1 

513.8 

73.4 

51.4 

42.8 

42 

10 

32 

73.3 

251.3 

324.6 

46.4 

32,5 

27.0 


12 

32 

88.0 

301.6 

389.6 

55.7 

39.0 

32.5 


14 

32 

102.6 

351.8 

454.4 

64.9 

45.4 

37.9 


16 

32 

117.3 

402.1 

519.4 

74.2 

51.9 

43.3 

44 

10 

38 

76.8 

298.5 

375.3 

53.6 

37.5 

31.3 


12 

38 

92.2 

358.2 

450.4 

64.3 

45.0 

37.5 


14 

38 

107.5 

417.9 

525.4 

75.1 

52.5 

43.8 


16 

38 

122.9 

477.6 

600.5 

85.8 

60.1 

50.0 

46 

10 

42 

80.3 

329.9 

410.2 

58.6 

41.0 

34.2 


12 

42 

96.3 

395.9 

492.2 

70.3 

49.2 

41.0 


14 

42 

112.4 

461.9 

574.3 

82.0 

57.4 

47.9 


16 

42 

128.5 

527.8 

656.3 

93.8 

65.6 

54.7 

48 

10 

46 

83.8 

361.3 

445.1 

63.6 

44.5 

37.1 


12 

46 

100.5 

433.6 

534.1 

76.3 

53.4 

44.5 


14 

46 

117.3 

505.8 

623.1 

89.0 

62.3 

51.9 


16 

46 

134.0 

578.1 

712.1 

101.7 

71.2 

59.3 

50 

10 

55 

87.3 

432.0 

519.3 

74.2 

51.9 

43.3 


12 

55 

104.7 

518.4 

623.1 

89.0 

62.3 

51.9 


14 

55 

122.2 

604.8 

727.0 

103.9 

72.7 

60.6 


16 

55 

139.6 

691.2 

830.8 

118.7 

83.1 

69.2 

52 

10 

46 

90.8 

361.3 

452.1 

64.6 

45.2 

37.7 


12 

46 

108.9 

433.6 

542.5 

77.5 

54.3 

45.2 


14 

46 

127.1 

505.8 

632.9 

90.4 

63.3 

52.7 

54 

16 

46 

145.2 

578.1 

723.3 

103.3 

72.3 

60.3 

10 

52 

94.2 

408.4 

502.6 

71.8 

50.3 

' 41.9 


12 

52 

113.1 

490.1 

603.2 

86.2 

60.3 

50.3 


14 

52 

132.0 

571.8 

703.8 

100.5 

70.4 

58.6 


16 

52 

150.8 

653.4 

804.2 

114.9 

80.4 

67.0 










































131 


THREE-INCH TUBULAR BOILERS.—Continued. 

Tubks Arranged without a Central Space. 


BOILER. 

Square 

Feet of Heating 

Surface. 

HORSE POWER. 

BASED UPON 

Diam. 

Inches . 

Length. 

Feet. 

No. of 

Tubes. 

Shell. 

Tubes. 

Total. 

7 sq. 
Feet. 

10 sq. 
Feet. 

12 sq. 
Feet. 

58 

10 

62 

101.2 

486.9 

588.1 

84.0 

58.8 

49.0 


12 

62 

121.5 

584.3 

705.8 

100.8 

70.6 

58.8 


14 

62 

141.7 

681.7 

823.4 

117.6 

82.3 

68.6 


16 

62 

162.0 

779,0 

941.0 

134.4 

94.1 

78.4 

60 

10 

67 

104.7 

526.2 

630.9 

90.1 

63.1 

52.6 


12 

67 

125.7 

631.4 

757.1 

108.2 

75.7 

63.1 


14 

67 

146.6 

736.7 

883.3 

126.2 

88.3 

73.6 


16 

67 

167.6 

841.9 

1009.5 

144.2 

101.0 

84.1 

64 

10 

76 

111.7 

596.9 

708.6 

101.2 

70.9 

59.0 


12 

76 

134.0 

716.3 

850.3 

121.5 

85.0 

70.9 


14 

76 

156.4 

835.7 

992.1 

141.7 

99.2 

82.7 


16 

76 

178.7 

955.0 

1133.7 

162.0 

113.4 

94.5 

66 

10 

85 

115.2 

667.6 

782.8 

111.8 

78.3 

65.2 


12 

85 

138.2 

801.1 

939.3 

134.2 

93.9 

78.3 


14 

85 

161.3 

934.6 

1095.9 

156.6 

109.6 

91.3 


16 

85 

184.3 

1068.2 

1252.5 

178.9 

125.3 

104.4 

70 

10 

102 

122.2 

801.1 

923.3 

131.9 

92.3 

76.9 


12 

102 

146.6 

961.3 

1107.9 

158.3 

110.8 

92.3 


14 

102 

171.0 

1121.5 

1292.5 

184.6 

129.3 

107.7 


16 

102 

195.5 

1281.8 

1477.3 

211.0 

147.7 

123.1 

72 

10 

102 

125.7 

801.1 

926.8 

132.4 

92.7 

77.2 


12 

102 

150.8 

961.3 

1112.1 

158.9 

111.2 

92.7 


14 

102 

175.9 

1121.5 

1297.4 

185.3 

129.7 

108.1 


16 

102 j 

201.1 

1281.8 

1482.9 

211.8 

148.3 

123.6 


Note.— To explain what is meant by a Central space, and to show the arrangement 
of tubes, reference is made to Figs. 36 and 37, which illustrate clearly the two modes 
employed. 



























132 


Three-Inch Tubular Boilers. 

Titbits Arranged with a Central Space. 


• 

BOILER. 

Square Feet of Heating 

Surface. 

HORSE POWER. 

BASED UPON 

Diam. 

Inches. 

Length. 

Feet. 

No. of 

Tubes. 

Shell. 

Tubes. 

Total. 

7 sq. 
Feet. 

10 sq.. 
Feet. 

12 sq. 
Feet. 

40 

10 

28 

69.8 

219.9 

289.7 

41.4 

29.0 

24.1 


12 

28 

83.8 

263.9 

347.7 

49.7 

34.8 

29.0 


14 

28 

97.7 

307.9 

405.6 

57.9 

40.6 

33.8 


16 

28 

111.7 

351.8 

463.5 

66.2 

46.4 

38.6 

4.8 

10 

44 

83.8 

345.6 

429.4 

61.3 

42.9 

35.8 


12 

44 

100.5 

414.7 

515.2 

73.6 

51.5 

42.9 


14 

44 

117.3 

483.8 

601.1 

85.9 

60.1 

50.1 


16 

44 

134.0 

553.0 

687.0 

98.1 

68.7 

57.2; 

54 

10 

54 

94.2 

424.1 

518.3 

74.0 

51.8 

43.2 


12 

54 

113.1 

508.9 

622.0 

88.9 

62.2 

51.8. 


14 

54 

132.0 

593.7 

725.7 

103.7 

72.6 

60.5- 


16 

54 

150.8 

678.6 

829.4 

118.5 

82.9 

69.1 

50 

10 

54 

97.7 

424.1 

521.8 

74.5 

52.2 

43.5 


12 

54 

117.3 

508.9 

626.2 

89.5 

62.6 

52.2 


14 

54 

136.8 

593.7 

730.5 

104.4 

73.1 

60.9> 


16 

54 

156.4 

678;6 

835.0 

119.3 

83.5 

69.6- 

60 

10 

68 

104.7 

534.1 

638.8 

91.3 

63.9 

53.2 


12 

68 

125.7 

640.9 

766.6 

109.5 

76.7 

63.9? 


14 

68 

146.6 

747.7 

894.3 

127.8 

89.4 

74.5 


16 

68 

167.6 

854.6 

1022.2 

146.0 

102.2 

85.2. 

64 

10 

76 

111.7 

596.9 

708.6 

101.2 

70.9 

59.0' 


12 

76 

134.0 

716.3 

850.3 

121.5 

85.0 

70.9 


14 

76 

156.4 

835.7 

992.1 

141.7 

99.2 

82.7 


16 

76 

178.7 

955.0 

1133.7 

162.0 

113.4 

94.5 

66 

10 

80 

115.2 

628.3 

743.5 

106.2 

74.4 

62.0? 


12 

80 

138.2 

754.0 

892.2 

127.5 

89.2 

74.3. 


14 

80 

161.3 

879.6 

1040.9 

148.7 

* 104.1 

86.7 


16 

80 

184.3 

1005.3 

1189.6 

169.9 

119.0 

99.1 

72 

10 

102 

125.7 

801.1 

926.8 

132.4 

92.7 

77.2 


12 

102 

150.8 

961.3 

1112.1 

158.9 

111.2 

92.7 


14 

102 

175.9 

1121.5 

1297.4 

185.3 

129.7 

108.1 


16 

102 

201.1 

1281.8 

1482.9 

211.8 

148.3 

123.6 


Note—T o explain what is meant by a Central space, and to show the arrangement, 
of tubes, reference is made to Figs. 36 and 37, which illustrate clearly the two modes, 
employed. 

































133 


Three and One-half-inch Tubular Boilers. 

Tubes Arranged without a Central Space. 


BOILER. 


Square Feet of Heating 

Surface. 

HORSE POWER. 

BASED UPON 

Diam. 

Inches. 

Length 

Feet. 

i 

No. of 

Tubes. 

Shell. 

Tubes. 

Total. 

7 sq. 
Feet. 

10 sq. j 
Feet. 

12 sq. 
Feet. 

36 

10 

16 

62.8 

146.6 

209.4 

29.9 

20.9 

17.5 


12 

16 

75.4 

175.9 

251.3 

35.9 

25.1 

20.9 


14 

16 

88.0 

205.2 

293.2 

41.9 

29.3 

24.4 


16 

16 

100.5 

234.5 

335.0 

47.9 

33.5 

27.9 

40 

10 

19 

69.8 

174.1 

243.9 

34.8 

24.4 

20.3 


12 

19 

83.8 

208.9 

292.7 

41.8 

29.3 

24.4 


14 

19 

97.7 

243.7 

341.4 

48.8 

34.1 

28.4 


16 

19 

111.7 

278.6 

390.3 

55.8 

39.0 

32.5 

44 

10 

24 

76.8 

219.9 

296.7 

42.4 

29.7 

24.7 


12 

24 

92.2 

263.9 

356.1 

50.8 

35.6 

29.7 


14 

24 

107.5 

307.9 

415.4 

59.3 

41.5 

34.6 


16 

24 

122.9 

351.8 

474.7 

67.8 

47.5 

39.6 

46 

10 

27 

80.3 

247.4 

327.7 

46.8 

32.8 

27.3 


12 

27 

96.3 

296.9 

393.2 

56.2 

39.3 

32.8 


14 

27 

112.4 

346.4 

458.8 

65.5 

45.9 

38.2 


16 

1 27 

128.5 

395.8 

524.3 

74.9 

52.4 

43.7 

48 

10 

34 

83.8 

311.5 

395.3 

56.5 

39.5 

32.9 


12 

34 

100.5 

373.8 

474.3 

67.8 

47.4 

39.5 


14 

34 

117.3 

436.1 

553.4 

79.1 

55.3 

46.1 


16 

34 

134.0 

498.4 

632.4 

90.3 

63.2 

52.7 

52 

10 

38 

90.8 

348.2 

439.0 

62.7 

43.9 

36.6 

12 

38 

108.9 

417.8 

526.7 

75.2 

52.7 

43.9 


14 

38 

117.1 

487.5 

614.6 

87.8 

61.5 

51.2 


16 

38 

145.2 

557.1 

702.3 

*100.3 

70.2 

58.5 

56 

10 

46 

97.7 

421.5 

519.2 

74.2 

51.9 

43.3 

12 

46 

127.3 

505.8 

623.1 

89.0 

62.3 

51.9 


14 

46 

136.8 

590.1 

726.9 

103.8 

72.7 

60.6 


16 

46 

156.4 

674.4 

830.8 

118.7 

83.1 

69.2 

58 

10 

48 

101.2 

439.8 

541.0 

77.3 

54.1 

45.1 

' 12 

48 

121.5 

527.8 

649.3 

92.8 

64.9 

54.1 


14 

48 

141.7 

615.7 

757.4 

108.2 

75.7 

63.1 


16 

48 

162.0 

703.7 

865.7 

123.7 

86.6 

72.1 

60 

10 

50 

104.7 

458.1 

562.8 

80.4 

56.3 

46.9 

12 

50 

125.7 

549.7 

675.4 

96.5 

67.5 

56.3 


14 

50 

146.6 

641.3 

787.9 

112.6 

78.8 

65.7 


16 

50 

167.6 

733.0 

900.6 

128.7 

90.1 

75.0 

62 

10 

58 

108.2 

531.4 

639.6 

91.4 

64.0 

53.3 

12 

58 

129.9 

637.7 

767.6 

109.7 

76.8 

64.0 


14 

58 

151.5 

744.0 

895.5 

127.9 

89.6 

74.6 


16 

58 

173.1 

850.2 

1023.3 

146.2 

102.3 

85.3 

















































134 


THREE AND ONE-HALF-INCH TUBULAR BOILERS-Continued. 

Tubes Arranged without a Central Space. 



BOILER. 

Square 

Feet of Heating 

Surface. 

HORSE POWER. 

BASED UPON 

Diam. 

Inches. 

Length. 

Feet. 

No. of 

Tubes. 

Shell. 

Tubes. 

Total. 

7 sq. 
Feet. 

10 sq. 
Feet. 

12 sq. 
Feet. 

64 

10 

60 

111.7 

549.7 

661.4 

94.5 

66.1 

55.1 


12 

60 

134.0 

659.6 

793.6 

113.4 

79.4 

66.1 


14 

60 

156.4 

769.6 

926.0 

132.3 

92.6 

77.2 


16 

60 

178.7 

879.5 

1058.2 

151.2 

105.8 

88.2 

66 

10 

65 

115.2 

595.5 

710.7 

101.5 

71.1 

59.2 


12 

65 

138.2 

714.6 

852.8 

121.8 

85.3 

71.1 


14 

65 

161.3 

833.7 

995.0 

142.1 

99.5 

82.9 


16 

65 

184.3 

952.8 

1137.1 

162.4 

113.7 

94.8 

68 

10 

67 

118.7 

613.9 

732.6 

104.7 

73.3 

61.0 


12 

67 

142.4 

736.7 

879.1 

125.6 

87.9 

73.3 


14 

67 

166.2 

859.5 

1025.7 

146.5 

102.6 

85.5 


16 

67 

189.9 

982.2 

1172.1 

167.4 

117.2 

97.7 

72 

10 

80 

125.7 

733.0 

858.7 

122.7 

85.9 

71.6 


12 

80 

150.8 

879.6 

1030.4 

147.2 

103.0 

85.9 


14 

80 

175.9 

1026.2 

1202.1 

171.7 

120.2 

100.2 


16 

80 

201.1 

1172.8 

1373.9 

196.3 

137.4 

114.5 


Note.— To explain what is meant by a Central space, and to show the arrangement 
of tubes, reference is made to Figs. 36 and 37, which illustrate clearly the two modes 
employed. 





























Three and One-half-inch Tubular Boilers. 

Tubes Arranged with a Central Space. 


BOILER 


Square Feet of Heating 


HORSE POWER. 


Surface. 


based UPON 


Diam. 

Length. 

No. of 

Shell. 

Tubes. 

Total. 

7 sq. 

10 sq. 

12 sq. 

Inches. 

Feet. 

Tubes. 

Feet. 

Feet. 

Feet. 

36 

10 

14 

62.8 

128.3 

191.1 

t 

27.3 

19.1 

15.9 


12 

14 

75.4 

154.0 

229.4 

32.8 

22.9 

19.1 


14 

14 

88.0 

179.6 

267.6 

38.2 

26.8 

22.3 


16 

14 

100.5 

205.3 

305.8 

43.7 

30.6 

25.5 

44 

10 

26 

76.8 

238.2 

315.0 

45.0 

31.5 

26.2 


12 

26 

92.2 

285.8 

378.0 

54.0 

37.8 

31.5 


14 

26 

107.5 

333.5 

441.0 

63.0 

44.1 

36.7 


16 

26 

122.9 

381.1 

504.0 

72.0 

50.4 

42.0 

54 

10 

42 

94.2 

384.8 

479.0 

68.4 

47.9 

39.9 


12 

42 

113.1 

461.8 

574.9 

82.1 

57.5 

47.9 


14 

42 

132.0 

538.7 

670.7 

95.8 

67.1 

55.9 


16 

42 

150.8 

615.7 

766.5 

109.5 

76.7 

63.9 

60 

10 

48 

104.7 

439.8 

544.5 

77.8 

54.5 

45.4 


12 

48 

125.7 

527.8 

653.5 

93.4 

65.4 

54.5 


14 

48 

146.6 

615.7 

762.3 

108.9 

76.2 

63.5 


16 

48 

167.6 

703.7 

871.3 

124.5 

87.1 

72.6 

64 

10 

60 

111.7 

549.7 

661.4 

94.5 

66.1 

55.1 


12 

60 

134.0 

659.6 

793.6 

113.4 

79.4 

66.1 


14 

60 

156.4 

769.6 

926.0 

132.3 

92.6 

77.2 


16 

60 

178.7 

879.5 

1058.2 

151.2 

105.8 

88.2 

66 

10 

62 

115.2 

568.0 

683.2 

97.6 

68.3 

56.9 


12 

62 

138.2 

681.6 

819.8 

117.1 

82.0 

68.3 


14 

62 

161.3 

795.2 

956.5 

136.6 

95.7 

79.7 


16 

62 

184.3 

908.8 

1093.1 

156.2 

109.3 

91.1 

72 

10 

76 

125.7 

693.3 

819.0 

117.0 

81.9 

68.2 


12 

76 

150.8 

835.6 

986.4 

140.9 

98.6 

82.2 


14 

76 

175.9 

974.8 

1150.7 

164.4 

115.1 

95.9 


16 

76 

201.1 

1114.1 

1315.2 

187.9 

131.5 

109.6 


Note. _To explain what is meant by a Central space, and to show the arrangements 

of Tubes, "reference is made to Figs. 36 and 37, which exhibit clearly the two modes 
employed. 






































136 


Four-Inch Tubular Boilers. 

Tubes Arranged without a Central, Space. 


BOILER. 

Square Feet of Heating 

Surface. 

1 

HORSE POWER. 

BASED UPON 

Diam. 

Inches. 

Length. 

Feet. 

No. of 

Tubes. 

Shell. 

Tubes. 

Total. 

7 sq. 

Feet. 

10 sq. 
Feet. 

12 sq. 
Feet. 

42 

10 

r 

19 

73.3 

198.9 

272.2 

38.9 

27.2 

22.7 


12 

19 

88.0 

238.7 

326.7 

46.7 

32.7 

27.2 


14 

19 

102.6 

278.5 

381.1 

54.4 

38.1 

31.8 


16 

19 

117.3 

318.2 

435.5 

62.2 

43.6 

36.3 

48 

10 

26 

83.8 

272.2 

356.0 

50.9 

35.6 

29.7 


12 

26 

100.5 

326.6 

427.1 

61.0 

42.7 

35.6 


14 

26 

117.3 

381.1 

498.4 

71.2 

49.8 

41.5 


16 

26 

134.0 

435.5 

569.5 

81.4 

57.0 

47.5 

52 

10 

27 

90.8 

282.7 

373.5 

53.4 

37.4 

31.1 


12 

27 

108.9 

339.2 

448.1 

64.0 

44.8 

37.3 


14 

27 

127.1 

395.8 

522.9 

74.7 

52.3 

43.6 


16 

27 

145.2 

452.3 

597.5 

85.4 

59.8 

49.8 

54 

10 

31 

94.2 

324.6 

418.8 

59.8 

41.9 

34.9 


12 

31 

113.1 

389.5 

502.6 

71.8 

50.3 

41.9 


14 

31 

132.0 

454.4 

586.4 

83.8 

58.6 

48.9 


16 

31 

150.8 

519.4 

670.2 

95.7 

67.0 

55.9 

60 

10 

42 

104.7 

439.8 

544.5 

79.2 

54.5 

45.3 


12 

42 

125.7 

527.8 

653.5 

93.4 

65.4 

54.5 


14 

42 

146.6 

615.7 

762.3 

108.9 

76.2 

63.5 


16 

42 

167.6 

703.7 

871.3 

124.5 

87.1 

72.6 

£4 

10 

50 

111.7 

523.6 

635.3 

90.8 

63.5 

52.9 


12 

50 

134.0 

628.3 

762.3 

108.9 

76.2 

63.5 


14 

50 

156.4 

733.0 

889.4 

127.1 

88.9 

74.1 


16 

50 

178.7 

837.8 

1016.5 

145.2 

101.7 

84.7 

68 

10 

55 

118.7 

575.9 

694.6 

99.2 

69.5 

57.9 


12 

55 

142.4 

691.1 

833.5 

119.1 

83.4 

69.5 


14 

55 

166.2 

806.3 

972.5 

138.9 

97.3 

81.0 


16 

55 

189.9 

921.4 

1111.3 

158.9 

111.1 

92.6 

72 

10 

60 

125.7 

628.3 

754.0 

107.7 

75.4 

62.8 


12 

60 

150.8 

754.0 

904.8 

129.3 

90.5 

75.4 


14 

60 

175.9 

879.6 

1055.5 

150.8 

105.6 

88.0 


16 

60 

201.1 

1005.3 

1206.4 

172.3 

120.6 

100.5 


Note. To explain what is meant by a Central space, and to show the arrangements 
of Tubes, reference is made to tigs. 36 and 3/, which exhibit clearly the two modes 
employed. 














































137 


Four-Incn Tubular Boilers. 

Tubes Arranged with a Central Space. 


1 

BOILER. 

Square Feet of Heating 

Surface. 

HORSE POWER. 

BASED UPON 

Diam. 

Inches. 

Length 

Feet. 

No. of 

Tubes. 

Shell. 

Tubes. 

Total,. 

7 sq. 

Feet. 

10 sq. 
Feet. 

12 sq. 

Feet. 

40 

10 

16 

69.8 

167.5 

237.3 

33.9 

23.7 

19.8 


12 

16 

83.8 

201.0 

284.8 

40.7 

28.5 

23.7 


14 

16 

97.7 

234.5 

332.2 

47.5 

33.2 

27.7 


16 

16 

111.7 

268.0 

379.7 

54.2 

38.0 

31.6 

50 

10 

26 

87.3 

272.2 

359.5 

51.4 

36.0 

30.0 


12 

26 

104.7 

326.6 

431.3 

61.6 

43.1 

35.9 


14 

26 

122.2 

381.1 

503.3 

71.9 

50.3 

41.9 


16 

26 

139.6 

435.5 • 

575.1 

82.2 

57.5 

47.9 

62 

10 

42 

108.2 

439.8 

548.0 

78.3 

54.8 

45.7 


12 

42 

129.9 

527.8 

657.7 

94.0 

65.8 

54.8 


14 

42 

151.5 

615.7 

767.2 

109.6 

76.7 

63.9 


16 

42 

173.1 

703.7 

876.8 

125.3 

87.7 

73.1 

72 

10 

. 60 

125.7 

628.3 

754.0 

107.7 

75.4 

62.8 


12 

60 

150.8 

754.0 

904.8 

129.3 

90.5 

75.4 


14 

60 

175.9 

879.6 

1055.5 

150.8 

105.6 

88.0 


1& 

60 

201.1 

1005.3 

1206.4 

172.3 

120.6 

100.5 


----- 

Note.— To explain what is meant by a Central space, and to show the arrangement 
of tubes, reference is made to Figs. 36 and 37, which exhibit clearly the two modes 


employed. 




* 











































Six-Inch Tubular Boilers 


BOILER. 

Square Feet of Heating 

Surface. 

HORSE POWER 

BASED UPON 

Diam. 

Length. 

No. of 




7 sq. 

10 sq. 

12 sq. 

Inches. 

Feet. 

Tubes. 

Shell. 

Flues. 

Total. 

Feet. 

Feet. 

Feet. 

40 

12 

7 

| 

83.8 

131.9 

215.7 

30.8 

21.6 

18.0* 


14 

hr 

i 

97.7 

153.9 

251.6 

35.9 

25.2 

21.0 


16 

hr 

t 

111.7 

175.9 

287.6 

41.1 

28.8 

24.0 


18 

7 

125.7 

197.9 

323,6 

46.2 

32.4 

27.0 


20 

hr 

i 

139.6 

219.9 

359.5 

51.4 

36.0 

30.0 


22 

7 

153.6 

242.0 

395.6 

56.5 

39.6 

33.0 


24 

7 

167.5 

264.0 

431.5 

61.6 

43.2 

36.0 

42 

12 

8 

88.0 

150.8 

238.8 

34.1 

23.9 

19.0 


14 

8 

102.6 

175.9 

278.5 

39.8 

27.9 

23.2: 


16 

8 

117.3 

201.1 

318.4 

45.5 

31.8 

26.5 


18 

8 

131.9 

226.2 

358.1 

51.2 

35.8 

29.8. 


20 

8 

146.6 

251.3 

397.9 

56.8 

39.8 

33.2 


22 

8 

161.3 

276.5 

437.8 

62.5 ■ 

43.8 

36.5 


24 

8 

175.9 

301.6 

477.5 

G8.2 

47.8 

39.8 

46 

12 

9 

96.3 

169.6 

265.9 

38.0 

26.6 

22.16- 


14 

9 

112.4 

197.9 

310.3 

44.3 

31.0 

25.9 


16 

9 

128.5 

226.2 

354.7 

50.7 

35.5 

29.6 


18 

9 

144.5 

254.5 

399.0 

57.0 

39.9 

33.3 


20 

9 

160.6 

282.7 

443.3 

63.3 

44.3 

36.9 


22 

9 

176.6 

311.0 

487.6 

69.7 

48.8 

40.6 


24 

9 

192.7 

339.3 

532.0 

76.0 

53.2 

44.3 

48 

12 

11 

100.5 

207.3 

307.8 

44.0 

30.8 

25.7 

• 

14 

11 

117.3 

241.9 

359.2 

51.3 

35.9 

29.9 


16 

11 

134.0 

276.5 

410.5 

58.6 

41.1 

34.2 


18 

11 

150.8 

311.0 

461.8 

66.0 

46.2 

38.5 


20 

11 

167.6 

345.6 

513.2 

73.3 

51.3 

42.8 


22 

11 

184.3 

380.1 

564.4 

80.6 

56.4 

47.0 


24 

11 

201.1 

414.7 

615.8 

88.0 

61.6 

51.3 

50 

12 

12 

104.7 

226.2 

330.9 

47.3 

33.1 

27.6 


14 

12 

122.2 

263.9 

386.1 

55.2 

38.6 

32.2 


16 

12 

139.6 

301.6 

441.2 

63.0 

44.1 

36.8 


18 

12 

157.1 

339.3 

496.4 

70.9 

49.6 

41.4 


20 

12 

174.5 

377.0 

551.5 

78.8 

55.2 

46.0 


22 

12 

192.0 

414.7 

606.7 

86.7 

60.7 

50.6 


24 

12 

209.4 

452.4 

661.8 

94.5 

66.2 

55.2 













































139 ' 


SIX-INCH TUBULAR BOILERS—Continued. 


BOILER. 

Square Feet of Heating 

Surface. 

HORSE POWER 

BASED UPON 

Diam. 

Length. 

No. of 

Shell. 

Flues. 

Total. 

7 sq. 

10 sq. 

12 sq. 

Inches. 

Feet. 

Tubes. 



Feet. 

Feet. 

Feet. 

54 

12 

14 

113.1 

263.9 

377.0 

53.9 

37.7 

31.4 


14 

14 

132.0 

307.9 

439.9 

62.8 

44.0 

36.7 


16 

14 

150.8 

351.9 

502.7 

71.8 

50.3 

41.9 


18 

14 

169.7 

395.8 

565.5 

80.8 

56.6 

47.1 


20 

14 

188.5 

439.8 

628.3 

89.8 

62.8 

52,4 


22 

14 

207.4 

483.8 

691.2 

98.7 

69.1 

57.6 


24 

14 

226.2 

527.8 

754.0 

107.7 

75.4 

62.8 

60 

12 

15 

125.7 

282.7 

408.4 

58.3 

40.8 

34.0 

i 

14 

15 

146.6 

329.9 

476.5 

68.1 

47.7 

39.7 


16 

15 

167.6 

377.0 

544.6 

77.8 

54.5 

45.4 


18 

15 

188.5 

424.1 

612.6 

87.5 

61.3 

57.1 


20 

15 

209.4 

471.2 

680.6 

97.2 

68.1 

51.7 


22 

15 

230.4 

518.4 

748.8 

107.0 

74.9 

62.4 


24 

15 

251.3 

565.5 

816.8 

116.7 

81.7 

68.1 





































140 


FIVE-FLUE BOILERS. 


BOILER. 

Diam. 

of 

Flues. 

Inches. 

Square Feet of Heating 

Surface. 

HORSE POWER 

BASED UPON 

Diana. 

Inches. 

Length. 

Feet. 

Shell. 

1 

Flues. 

* 

Totar. 

7 sq. 
Feet. 

10 sq. 
Feet. 

1 12 sq. 
Feet. 

36 

12 

7 

75.4 

110.0 

185.4 

26.5 

18.5 

15.5 


14 

H 

l 

88.0 

128.3 

216.3 

30.9 

21.6 

18.8 


16 

hr 

t 

100.5 

146.6 

247.1 

35.3 

24.7 

20.6 

38 

12 

H 

i 

79.6 

110.0 

189.6 

27.1 

19.0 

15.8 


14 

hr 

i 

92.8 

128.3 

221.1 

31.6 

22.1 

18.4 


16 

H 

i 

100.1 

156.6 

252.7 

36.1 

25.3 

21.1 


18 

hr 

( 

119.4 

164.9 

284.3 

40.6 

28.4 

23.7 

40 

12 

8 

' 83.8 

125.7 

209.5 

29.9 

21.0 

17.5 


14 

8 

■ 97.7 

146.6 

244.3 

34.9 

24.4 

20.4 


16 

8 

111.7 

167.5 

279.2 

39.9 

27.9 

23.3 


18 

8 

125.7 

188.5 

314.2 

44.9 

31.4 

26.2 


20 

8 

139.6 

209.4 

349.0 

49.9 

34.9 

29.1 

42 

14 

9 

102.6 

164.9 

267.5 

38.2 

26.8 

22.3 


16 

9 

117.3 

188.5 

305.8 

43.7 

30.6 

25.5 


18 

9 

131.9 

212.1 

344.0 

49.1 

34.4 

28.7 


20 

9 

146.6 

. 235.6 

382.2 

54.6 

38.2 

31.9 


22 

9 

161.3 

259.2 

420.5 

60.1 

42.1 

35.0 

44 

14 

10 

107.5 

183.3 

290.8 

41.5 

29.1 

24.2 


16 

10 

122.9 

209.4 

332.3 

47.5 

33.2 

27.7 


18 

10 

138.2 

235.6 

373.8 

53.4 

37.4 

31.2 


20 

10 

153.6 

261.8 

415.4 

59.3 

41.5 

34.6 


22 

10 

169.0 

288.0 

457.0 

65.3 

45.7 

38.1 


24 

10 

184.3 

314.2 

498.5 

71.2 

49.9 

41.5 

46 

16 

10 

128.5 

209.4 

337.9 

48.3 

33.8 

28.2 


.18 

10 

144.5 

235.6 

380.1 

54.3 

38.0 

31.7 


20 

10 

160.6 

261.8 

422.4 

60.3 

42.2 

35.2 


22 

10 

176.6 

288.0 

464.6 

66.4 

46.5 

38.7 


24 

10 

192.7 

314.2 

506.9 

72.4 

50.7 

42.2 

48 ' 

16 

10 

134.0 

209.4 

343.4 

49.1 

34.3 

28.6 


18 

10 

150.8 

235.6 

386.4 

55.2 

38.6 

32.2 


20 

10 

167.6 

261.8 

429.4 

61.3 

42.9 

35.8 


22 

10 

184.3 

288.0 

472.3 

67.5 

47.2 

39.4 


24 

10 

201.1 

314.2 

515.3 

73.6 

51.5 

42.9 























































TESTIMONIALS. 


THE TOLEDO BRUSH ELECTRIC LIGHT AND POWER CO. 

Toledo, Ohio, Flb. 14th, i883. 
The Cummer Engine Co ., Cleveland, O. 

Gents :—In answer to your question as to how we are satisfied with 
our engine, we answer as follows: 

After a thorough investigation of engines, we purchased a Cummer 
Engine, because we believed it to be more closely governed than any 
other engine we could find, as we desired it for the use of the electric 
arc lights, and the steadiest possible power is desirable in the use of these 
lights, in order to produce steady lights; for any slight variation of 
speed, however small, will instantly be seen in the lights; hence it is 
absolutely necessary that the engine be self-governing, and governed ac¬ 
curately. 

In the use of our engine we are constantly turning off and on lights. 
Frequently we turn on or off a dynamo electric machine running forty 
lights and requiring about thirty-five horse-power. This is sometimes 
done by a friction pulley, and sometimes by simply closing a current 
with a switch. If done in the latter way, the full weight of the dynamo 
comes upon the engine instantly. This forty light dynamo machine re¬ 
quires about thirty-five horse-power and instantly throwing on or 
throwing off this thirty-five horse power machine does not affect the 
motion of our engine sufficiently to make it perceptible in the lights. 

We expected much from this engine from what we had heard of it 
before purchasing, but it exceeds all our expectations, and is entirely 
satisfactory. 

It is also very economical in the use of fuel, and is not liable to get 
out of order. 

We have had our engine about a year, and have never had occasion 
to stop it for a moment in consequence of any thing getting out of order. 

This is a very important point in our business, for if the engine stops 
a minute, all the lights are extinguished for a minute. 

For steadiness, for economy, and for absence of liability to get out of 
order, we believe the Cummer Engine is unequalled. 

Respectfully yours, 

J. W. POST, 

Sec'y and Treas. Toledo Brush Electric Light and Power Co. 

[The above refers to one of our 14 x 30 Standard Engines rated by us. 
at 100 H. P. using 90 pounds steam cutting offat £ stroke. 

CUMMER ENGINE CO.] 



II 


The Cummer Engine Company. 


MR. W. C. STOEPEL, Sec’y and Treas. The Michigan Malle¬ 
able Iron Co., Detroit, Mich., says : 

“ Your 10x30 Automatic Cut-off Engine which we purchased of you 
has given us excellent satisfaction, and we can speak of it in terms of the 
highest praise. We required, as we supposed, about 40 horse power for 
our ultimate work, expecting to run fourteen rolling barrels and one fan. 
We are already runnm g twenty-five barrels and two fans, and are at times 
using in the neighborhood of eighty horse power. Still it plods on easily 
and with great regularity, and performs its extra work with apparent 
■ease. It works with great economy of steam and governs very closely 
under sudden variations in the load—as for instance, when starting or 
stopping the fans or rolling barrels. The engine is simple of construc¬ 
tion ; its valves are very easily moved and are readily exposed. Since 
■first starting up, last spring, it has been run every working day and 
some nights, and as yet we have been to no expense for repairs.” 


OFFICE OF MOORE & SONS, MERCHANT MILLERS. 

Bunker Hill, Kan., Feb. I2th, 1883. 

F. D. Cummer , Esq., Cleveland , O. 

Dear Sir :—The engine we purchased of you one year ago, we find 
upon thoroughly testing it, to be the most economical both in fuel and 
water we have ever seen, and for giving steady power and regularity 
*of motion it -has no equal, the Governor especially performing its work 
•to perfection. We are yours, &c., 

MOORE & SONS. 


Boston, Jan’y 29th, 1883. 

Cummer Engine Co ., Cleveland , O. 

Gentlemen :—In reply to your inquiry as to our reasons for adopt¬ 
ing the Cummer Engine in our business, we would say that we have had 
a large experience in Automatic engines not only in this country but 
•abroad. Our Mr. Hill was the Massachusetts Commissioner to the Vienna 
and to the Philadelphia Expositions, and a careful student at the late 
Paris Exposition, and we are wholly familiar with all the improved cut¬ 
off engines, of any importance, built in Europe as well as in this country. 

We have a large business in engines of this class, our sales for the 
last three or four years have run into several hundredthousand dollars, 
and our business is largely with the large cotton mills and other cor¬ 
porations requiring from 100 to 1000 H. P., and which are the most 




The Cummer Engine Company. 


Ill 


particular customers in the country both as to economy and construc¬ 
tion of their engines. 

Having heard good reports of the character of your engine, we 
made careful examinations of engines which you have running and de¬ 
cidedly made up our minds that you had the most sensible, practical and 
most satisfactory valve gear that we have ever seen. 

We then went through your new shops at Cleveland and satisfied 
•ourselves, that with the admirable tools which you have there collected 
or built, and with your thorough and practical experience, we might 
rely upon first class design and workmanship in these engines, and we 
were the more pleased, because you decided to prepare and build these 
engines to suit the most modern ideas now in vogue in England and in 
the East. 

Having given the matter careful consideration, we could not but decide 
to. identify ourselves with you and to arrange to represent you in the 
East, and we feel very sure that we have the very engine with which 
to compete with the high class engines here built, in perfect regulation, 
in economy and above all in that exact workmanship which is the first 
requisite for a successful engine in New England. 

Since we came to this conclusion, we have been much gratified to 
learn that Gen. Leggett, late Commissioner of Patents, holds opinions 
so coincident with ours that he has invested largely and has permanently 
identified himself with your Company. Hoping this will answer your 
inquiry, we remain Yours truly, 

(Signed) HILL, CLARKE & CO. 


Rich Hill, Mo., March 3d, 1883. 
NORDYKE & MARMON CO., Indianapolis, Ind. 

The Cummer Automatic engine which you sold us together with the 
150 barrel roller mill outfit is the best made, and will give more power 
with less fuel than any other engine having the same size of cylinder. 

As for motion we think it is as near perfection as can be, and is not 
liable to get out of order any more than an ordinary slide valve engine. 
Every one who notices it says it does its duty well. 

Yours, 

ELIAS TALOR & SONS. 


Note. _-This engine is a 10x30 furnished N. & M. Co. and forwarded 

by them to destination. The starting was done by Messrs Elias Talor 

& Sons without any assistance on our part. 

y CUMMER ENGINE CO. 



IY 


The Cummer Engine Company. 


Hatch & Mitchell, Grand Rapids, Mich., say in regard to a 12x30 
engine of our manufacture : — 

“ We are very poor judges of engines as this is the only one we have 
ever used and, therefore, cannot speak intelligently in regard to its de¬ 
tails of construction, but in regard to regularity of motion we don’t see 
how it can be bettered as there is no perceptible difference in motion 
with steam anywhere from 40 to 80 lbs. 

The expenses have been light thus far; from what we learn in regard 
to other engines in this city we are inclined to believe the Cummer is 
equal to any if not superior.” 


Indianapolis, Ind., Jan. 18th, 1883. 



Dear Sir: —We have, within the last few months, started up several 
large new roller process flouring mills which were built by us, and in 
some we are using your Automatic Engines to drive the machinery. 
Feeling certain that you would be pleased to hear your machinery praised, 
(we have the same weakness,) we wish to say that we are very much 
pleased with the engines, finding them very sensitive under extreme 
changes in loads, very simple in construction, hence not liable to get out 
of order. We find your smaller sizes peculiarly adapted to small sized 
flouring mills in the Western States, where fuel is extremely high. 


Very truly yours, 

NORDYKE & MARMON CO., 
Manufacturers of Flouring Mill Machinery. 


Mr. J. C. Thornton, engineer at the Model Mill, Grand Rapids, 
Mich., says:— 

I am glad to speak a word in favor of the Cummer Engine. I con¬ 
sider it to be a grand success and second to none now in the market, for 
easy running and perfect governing. I never saw an engine whose gov¬ 
ernor controlled the speed so perfectly at different changes of load as the 
“Cummer Engine.” It effects a great saving in steam, and for simplicity, 
close governing and economy it stands the test for all that is claimed for 
it. I cheerfully recommend your engine in preference to any engine now 
in use. 


J. C. THORNTON, 


Engineer Model Mills . 


Grand Rapids, Mich. 




The Cummer Engine Company. 


V 


From a personal letter from Mr. J. L. Booth, engineer of the Brush 
Electric Light and Power Company, of Montgomery, Ala., we make the 
following quotation : 

“ As engineer of the Brush Light and Power Company, of Mont¬ 
gomery, Ala., I feel that I cannot say too much in reference to your 
engine and its action. Its governing is faultless under any change of 
load, while its economy is so satisfactory that we have taken no pains to 
make an actual test. I am more than satisfied with the results. 

Respectfully yours 

J. L. BOOTH. 


The following .etter was written in reply to an inquiry from Minnesota 
•as to the performance of the Cummer Engine : 

“We are using a Cummer Condensing Engine; have used it for two 
years. It is 14x30 and is doing from 100 to 130 H. P. of work. We 
run night and day, and only stop it 10 or 15 minutes out of 24 hours. 
We have never laid out over $5 worth of repairs on it in the two years. 
Any common engineer can run one and can safely say it is the closest 
governing engine and the most economical engine built anywheie. 
There is never any trouble about its running away. In fact, the governor 
is the most perfect one built; and for anyone that wants to purchase 
a first«class, durable and economical engine, we cheerfully recommend 
them to purchase a Cummer Automatic Cut-off Engine. We think they 
are far ahead of the Corliss.” 

Yours Resp’y, 

Signed. MORRISON MF’G CO., St. Joseph, Mich. 

D M. Morrison , V. P. & Secy . 

P. S.—To anybody that has to buy fuel: We saved the cost of this 
engine in fuel in 2 years. We had a common engine before. 


AMES & HUMPHREY, Millers, Russell, Kan., say: 

“ Your 14 x 30 Automatic Engine which was put in our mill last Janu¬ 
ary, is giving us good satisfaction. It runs very smooth and almost noise¬ 
less. The governor can’t be beat for giving a steady motion. We can 
see no change when our four runs are on or off, or when the steam varies 
from 25 to 30 lbs. We are saving more than one-third of the coal used 
By our old engine.” 




VI 


Tke Cummer Engine Company. 


The following letter is a portion only, of an unsolicited letter from 
the owners of the engine. 

J. C. BEACH & BRO. 

Walkill, N. Y. 

General Office, 240 Broadway, N. Y. 

The engine was started up last Saturday and does our work with 
ease, much to our satisfaction. 

Mr. Eckliff, has taken off several diagrams with the indicator, some 
which he has no doubt sent you. Mr. Eckliff expresses himself well 
pleased with the working, and we can say so far as we are able to judge, 
the engine is all you claim for it. The movement certainly is uniform, 
and the amount of work seems to make no difference with the number 
of revolutions. 

At the Borden Condensary in this place they have a Corliss engine. 
Their engineer thinks ours much the better. Our own engineers, who 
have been accustomed to steam engines and have had the care and work¬ 
ing of them, say they never saw an engine use so little steam. Shall 
hope to hear from the diagrams soon. Yours truly, 

(Signed.) J. C. BEACH & BRO. 

A few months afterward we wrote Messrs. J. C. Beach & Bro., to 
which they replied as follows: 

Wallkill, N. Y., Jan. 12 th, 1883. 

F. D. Cummer , V. F., &r*c. 

Dear Sir: —Your favor of Dec. 27th was received and mislaid, hence 
the delay in reply. 

We have to say that the engine put in our mill and started up 
some time in July (aside from the little trouble with the cross head gibs), 
is entirely satisfactory, it works quietly, smoothly and is the best gov¬ 
erned, and as easily handled as any engine we ever had to do with. 
We take pleasure in showing it to any one when running, and cheerfully 
recommend it to any one about to put in steam power. Were we to put 
in another engine would certainly give yours the preference. 

Yours truly, 

J. C. BEACH & BRO. 


Mr. GEO. M. HOAG, Sup’t of the Evansville, Ind., Brush Electric 
Light and Power Co., says :— 

“ It gives me great pleasure to say that your engines here (a pair 
of 14 x 30 engines coupled and so arranged that one or both engines may 
be used), are working to our entire satisfaction.” 



The Cummer Engine Company. 


VII 


Office of Union Wadding Co., ) 
Pawtucket, R. I., June 18 , 1882 . j 

Mr. F. D* Cummer . 

Dear Sir :—In reply to your inquiry as to the working of the steam 
engine you sent us, a 14x30, we would say that it fully comes up to the 
high expectations we had formed of it before purchasing. It runs smoothly, 
governs admirably under all conditions, and whilst we cannot say abso^ 
lutely as to its economy, as it is supplied by the same set of boilers as 
supply several other engines, we are perfectly satisfied from the exhaust 
and cards taken from it that it is very economical to use. The extreme 
simplicity of its construction and the ease with which it operates the 
valves, commend it strongly to us, and we feel safe in recommending it 
to any one as one of the best of first-class engines. 

We understand that you are about to enlarge your works for the con- 
truction of them, and we wish you all success, as we believe in the 
“Cummer Engine.” 

Most respectfully yours, 

UNION WADDING CO. 

H A. Stearns , Supt. 

The Union Wadding Company, at the time our engine was purchased 
by them, were familiar with all the eastern automatic engines, through 
living as they do amongst the many works and factories that make and 
use them. They besides have had in use several styles of the best, and 
were and are now using a 400 H. P. Geo. H. Corliss Engine. 

Cummet? Engine Co. 


THE MICHICAN STOVE COMPANY, of Detroit, Mich., says: 

“ Our 20x36 Cummer Condensing Engine, with a load that varies at 
times from 50 per cent, to 100 per cent., has,’ by actual count, a variation 
of speed of only one and a half revolutions. The saving in fuel is over 
40 per cent. There are no stops or delays on account of the engine. It 
has run every day for two years, except Sundays, holidays, and stock 
taking. The engine is a success in every way; we could not be better 
pleased, and if we ever want a new engine, our preference is for the 
4 Cummer. * ’ * 

[Note. _The great variations of load referred to is in part caused 

by the turning on and off of the power necessary to operate a very large 
Root Blower, which takes 67 H. P., as shown by the indicator. 

Cummer Engine Co.] 



VIII The Cummer Engine Company. 

Grand Rapids, Mich., Dec. 30, 1882. 

F. D. Cummer , Esq ., Cleveland , O. 

Dear Sir: —Yours of 27 th inst. received. In reply would say that 
our Engine is working satisfactory. It runs very smooth and does not 
appear to make any effort in running. We cheerfully recommend it to 
any one that may want a first-class engine. 

Yours truly, 

GRAND RAPIDS PLASTER CO. 

Wm. S. Hovey, Agent* 


Lockland, O., Sept. 16th, 1882. 

Cummer Engine Co. 

Gentlemen: —As to working of our 14x30 “Cummer Engine ,** 
which we have had in use about four months, would say it has all 
along and is still doing good service, working economically and en¬ 
tirely to our satisfaction in every way. It governs closely, runs smoothly, 
causes no stop or delay, and we think it will keep up its record right 
along. Respectfully, 

(Signed.) LOCKLAND LUMBER CO. 

The engine referred to above displaced a leading automatic engine, 
as the extreme variations of load required closer governing than the dis¬ 
placed engine could give. 


WM. HARRISON, Harrison Wagon Works, Grand Rapids, Mich., 
says: 

“My 18x36 Cummer Condensing Engine runs very satisfactorily. Is 
always on hand. Variations of load very great, but governor gives a 
very uniform and satisfactory motion. Is so economical that one man 
cares for the engine and does the firing, and has more leisure than any 
man around the establishment.” 


IRON CLAD PAINT COMPANY. 

15 & 11 Central Way, 

Cleveland, O., Nov. 28, 1882. 

Robert Suppiger, Esq. ) 

Highland, Ill. j 

Dear Sir: —In reply to yours of 26 th inst., asking information as to 
what induced our firm to adopt the Cummer Engine and information as 
to how it is performing, I would say: In the first place we had contracted 
for an engine, boiler, etc., with another party, which proved so poor 
that we rejected it and compelled him to remove it. We were then in 





The Cummer Engine Company. 


IX 


need of an engine and went inquiring for a good one. We had heard 
of the Cummer and made inquiries as to such engines, and found it 
highly recommended. We were acquainted with Mr. R. N. Allen, the 
inventor of the Allen Paper Car Wheel; had known him for more than 
thirty years; knew him when he was M.M. on the old Cleveland, Nor¬ 
walk & Toledo R. R. (now part of the L. S. & M. S. R’y.) an d knew 
him to be a good engineer and mechanic, so we inquired of Mr. Allen 
for the best engine for us to buy. He recommended the Cummer Engine 
and recommended us to have Mr. Cummer take the job and set the engine 
to running. Mr. Allen told us that his Co. (the Allen Paper Wheel Co.) 
had purchased three engines of the Cummer make and that they were all 
first-class engines and gave perfect satisfaction. He further said that he 
knew Mr. Cummer to be a first-class mechanic, and that he would do as 
he agreed ; that the engines were economical, were well built and not apt 
to get out of order ; that they were smooth running and in fact the best 
engines to buy. Mr. Allen told us that he had no interest in the Cum¬ 
mer Engine Co. nor any other Engine Co., and he simply recommended 
it because he believed it would give satisfaction and was the best engine 
for us to buy. These recommendations and others induced us to adopt 
the Cummer Engine, and we are perfectly satisfied and only regret that 
we did not get it in operation early last spring instead of being delayed 
trying another kind which proved bad. 

The engine is working entirely satisfactory. Our foreman thinks it 
is the best engine he ever saw. If we were in need of another engine we 
would buy another of the same kind. I will request Mr. Stevens to write 
you, stating how it is performing as he can tell better than I can. 

Very truly yours, 

JAMES WADE, Treasurer , &*c. 

Cleveland, Nov. 29, 1882. 

Robert Suppiger, Esq. 

Dear Sir: —Mr. Wade, our treasurer, has answered explaining 
reasons for adopting the Cummer Engine. As to its performance I will 
say that it has given us the very best of satisfaction, both for regularity 
of speed and economy. I think it is one of the best governed engines 
in the market. We are perfectly satisfied, and if we had occasion to put 
in a second engine it would be a Cummer. 

Very Respectfully, 

C. M. STEVENS, Foreman. 

Messrs. R. Suppiger & Co. purchased from us an 18x36 Standard 
Engine for their Highland Mill. 


Cummer Engine Co. 


X 


The Cummer Engine Company. 

Detroit, Mich., May 8th, 1883. 
The Cummer Engine Co ., Cleveland, Ohio . 

Gentlemen : The 16x36 engine furnished us last November has been 
set up, and is now running, and we are pleased to say, that so far as tested, 
it comes up to our expectations in all respects. The engine presents a 
handsome appearance ; the workmanship is excellent throughout, and its 
performance seemingly justifies all that you claim, or that favorable re¬ 
ports from other localities had led us to look for. It performs its work 
easily, and runs smoothly and quietly—the governor, especially, acting 
with remarkable promptness and certainty, keeping the engine up to its 
standard number of revolutions, better than any other governor with 
which we are acquainted. We cannot speak with certainty about 
economy as yet, because no actual test has been made; but when the 
amount of coal consumed is compared with the work which we do, we 
feel hopeful that it will prove a very economical engine. We can ex¬ 
press ourselves as being well pleased with our purchase, and if nothing 
happens to change our present views, should wish to give you the prefer¬ 
ence when we need more power. 

Yours Respectfully, 

CLOUGH & WARREN ORGAN CO. 



I IN" ID IE 221. 


Accessibility of parts. 3 

Adjustment for wear_ 4 

Adjusting Engine Valves..110 

Advantages of Steam Jacket. 74 

Anti-friction lining for bearings_ 47 

Anchor Plates... 56 

Atmospheric pressure—. 57 

Auxiliary Heater. 59 

Automatic Engines, Price of_ 62 

Automatic Cut-off Engines. 7 

Balanced Valves..44-82 

Boilers...-.120 

Any kind furnished....120 

For Automatic engines. 64 

Selection of. 86-120 

Settings drawings for. 118 

Six inch tubular..121 

3, 34 and 4 inch tublar—120-121 
Five-flue...—120-121 


Economy,what it depends on 120 


Bracing in..... 120 

Testing and inspection.:... 120 

Transfer of heat in.124 

Tables .. 130-140 

Bolts, standard. 4 

Brick chimneys. 81 

Brick foundations- 55 

Brasses for connecting-rod- 51 

Cast iron for boilers.. 121 

Circulation of water. 124 

Chimneys_._-.- 87 

Class of Engine and H. P. needed 85 

Class A—elevation of engine. 12 

Tables_ 13-15 

Class B—elevation of engine. 16 

Description of...17-18 


Class C—elevation and plan 
Sectional views. 


General description of- 


Tables..28-32 

Class D— elevation of engine.108 

Description of.109 111 

Tables....112-114 

Class E—table... - - U5 

Clearance...-. ® 

Coal required per horse-power- 78 


Comparison of Automatic engines. 9 

Compound engines. *5 

Compression. 7 


Compression adjustment for. 43 

Condensers. 56 

Condensers with heater. 59 

Condensing apparatus,independent 58 

Table of. 61 

Condenser safety attachment. 59 

Condensation in cylinder. 74 

Connecting-rod, the.. 50 

Thrust of. 17 

Couplings....._ 54 

Coupling on engine shaft.. 86 

Crank, the.. 51 

Pin varying effort of... 68 

Pin. 51 

Tangential pressures upon.. 69 

Cross-head, strains in. 1 7 

Cross-head.. 43 

Cushioning. 7 

Cut-off, economical point of. 8 

Eccentric. 34 

Limits of. 8 

Range of. 8ff 

Relation to load. 35 

Cylinder and Valves. 42 

Description of. 44 

Material entering into_ 46 

Overhanging. IT 

Head.... 2 T 

Cylindrical surfaces. 5> 

Dead weight, regulation by.. So 1 

Details of cylinder. 45 

Of governor..33-35 

Double riveted seams. 120 

Economy of compound engines_ 75 

Of Steam Jackets.. 73. 

Eccentric, adjustment of.. 39- 

Angular movement of. 38 

Small diameter of. 37 

Electric light, power for. 72 

Elegance of form. • 4 

Engines Class A—elevation of- 12' 

Class A—tables.—13 15 

Class B—elevation of.. 16 

Class B—description of_17-18 

Class B—tables...19-23 

Class C—elevation & plan. 24-25 

Class C—sectional views_ 26 

Class C—general description 27 

Class C—tables..28-32 

Class D—elevation of.. 108 































































































ixtidieix:. 


Class D—description of. .109-111 

Class D—tables.112-114 

Class E—table. 115 

Engine controlled by governor- 3G 

Engine, economical size of_*.— 78 

Ease with which they may be 

setup. 118 

Keeps us informed about 

their working. 117 

Rating Automatic-- 8 

Right and left hand.. 83 

Running over and under ... 83 

Selection of. 7 

With fixed cut-off.. 110 

With releasing gear. 9 

Equalizing working strains. 76 

Excellence of workmanship . 4 

Exhaust Valve seats. __ 45 

Expansion curve, drawing the. 94 

Expansion, economical range of_105 

Feed Pumps. 87 

Feed water quantity per H. P. 77 

Feed water heaters. 87 

Feed water and point of cut-off_ 77 

Fire-box Iron. 122 

Flange Iron. 122 


Comparison of construction. 37 

Description of. 33 

Details. 33-35 

Delicate adjustment of_ 37 

For moderate speed. 11 

For drop cut-off .. 11 

Gears and Case. 38 

Lifting dead weight. 10 

Object of. 35 

Positive movements of. 35 

Relation to cut-off. 11 

Shaft . 34 

Special for high speeds. 18 

Weights, adjusting move¬ 
ments of. 38 

Weight, efficiency of. 38 

Grades of boiler plate. 121 

Gridiron valve. 42 

Grout for foundations. 56 

Guides, removable. 41 

Resisting strains in. 17 

Heaters, feed water. 87 

Auxiliary..59-88 

With condenser.. 59 

Heating surfaces... 126 

Required for Class D Engines 110 

66 


11 

66 


Flat surfaces___ __ 

5 ! 

Heavy reciprocating parts_ 


Flouring mills steady power for_ 

72 

High Piston speed. 


Fly-Band Wheels__ 

53 

High pressure steam.. 


FlyWheel... 

54 

High speed engines _ 


Diagrams__ 

68 

High speed engines, governor for. 

Energy stored in__ 

67 

Highs peed and reciprocating parts 

Rim of... 

68 

Holes, fitting of... 


Theory of__ 

68 

Horse-power constant_ 


Foundations.. 

55 

How determined 


Bolts.... 

56 

Of Boilers.. 


Drawings___ _ 

118 

Indicator, the.. 


Fuel, relative saving of- 

63 

Injection water required, 

use 

Required per H. P.. 

63 

of__... 


Saving of. .. 

63 

Diagram lines described 

_ 

Frame, the...... 

39 

Diagrams_ 

9< 

Advantages of a heavy. 

39 

Interchangeable Darts .. 

Box Girder for m.. 

40 

Internal condensation. 

.8-6 

Central supports for_ 

40 

Introduction .... 


Effect of springing. 

39 

Iron Chimneys.. 


Rigidity of.V. 

39 

Lack of economy. 


Girder for overhanging cylinders.. 

17 

Large wearing surfaces. 


Governor Adjusted for speed. 

36 

Latent heat in steam_ 


Governing by varying pressure_ 

8 

j Lead, adjustment for_ 


Governor, case... 

34 

i Left hand engines. 



90 

57 

92 




















































































11ST Idex:. 


Lubrication.... 3 

Lubricating crank pin_•. .. 51 

Main Bearing, the... 47 

Lubrication of__ 48 

Main Guides, the. 41 

Shaft.. 53 

Man-holes and hand-holes. 121 

Wrought iron ring, around.. 121 

Materials used in boilers...121 

Mean effective pressure,determining 95 

Table of. .. 116 

Metallic packing .. 27 

For piston-rods. 83 

Minor details. 5 

Nuts, standard. 4 

Orders, points to be considered in. 85 

Outboard Bearing, the —.. 49 

Owners should keep us informed . 117 

Piston, the_;. -52 

Speed. ... 65 

Speed limit to.—. 65 

Speedfmd Stroke- .... 65 

Speed and Repairs... 66 

Piston-rod Metallic Packing for. 1. 83 

Piston-rod stuffing-box.— 27 

Piston Valves. 79 

Points concerning orders. 85 

Power, importance of a steady — 72 

Providing for increase of— 85 

Pressure, available- 6? 

Variations in . 65 

Proportions... 5 

Pump for feeding boilers... 87 

For injection water. 58 

Range of cut-off. - 34 

Rapid reciprocating motion... 67 

Rate ef revolution. - 65 

Reciprocating parts at high speeds 66 

Re-evaporation in cylinders,- 74-76 

Releasing Gear, complications of.. 9 

Right hand engines- 86 

Rotary Valves—. — 78 

Rubble masonry.. 55 

Selection of boiler.- 86 

Of materials. ,-- 6 

Setting up engines.-.--- H8 

Scale, as affecting efficiency. .. 124-125 

Shell iron. 122 

Simplicity of mechanism . 3 

Soil, nature of.— 56 


Slide Valve engine, price of .. __ 62 

Plain. 79 

Spacing of tubes... .* 125 

Speed, adjustment of governor to.. 36 

Ghanges in .. 38 

Change of, and governor__ 36 

Limitation of . 10 

Special automatic engine Class B. 17 

Springs for governors. 10 

Steam Jackets__ 73 

Pressure .. 7 

Steel advantages over wrought iron 123 
Effects of punching,shearing, 

etc... 124 

For boiler plate.. 123 

Qualit}^ affected by treatment 124 

Tensile strength of. 123 

Stone for foundations. 55 

Straps for connecting-rod.. 51 

Stroke and piston speed_ . ... r . 65 

Tensile strength of boiler plate_122 

Testing boilers... 120 

Iron. 122 

Thrust-rod. 34 

Tubes arranged with central space. 125 
Arranged without central 

space . 125 

Utility of compound engines_ 75 

Valves, the. 43 

Adjusted independently_ 43 

Balanced... T . 44 

Exhaust separate. 43 

Fitting of. 46 

Fitted to each end of cylinder 43 

For fixed cut-off engines_ 109 

Forms of, in ordinary use_ 78 

Little friction upon. 44 

Piston . 80 

Positive Motion_*_ 10 

Rotary piston. 83 

Short travel of. . 42 

Should have large openings. 43 

Special features of- ... 42 

The plain slide. 79 

The common D.—- 42 

I 

Water required per H. P.64, 77 

Weight of. 77 

Wearing surfaces...- ... 5 

Wear uneaqual in piston valves... 81 
Weight, distribution of, on found’s 56 


J 








































































IFDEX. 



Weight, in reciprocating parts 

... 67 

Wire-drawing of steam. 

. ..8,110 

Wrought Iron Shafting, table. 

.... 119 

TABLES 


Boilers, Five-Hue.. 

.... 140 

Four-inch tubular no central 

space... 

.... 136 

Four-inch tubular with 

cen- 

tral space. 

.... 137 

Six-inch tubular. 

.138, 139 

Three-inch tubular, no 

cen- 

tral space.. 

.130, 131 

Three-inch tubular, with cen- 


tral space...-- 

Three *and one-half inch tu¬ 


132 


bular, no central space..133, 134 
Three and one-half inch tu¬ 
bular, with central space.... 135 

Engines—Class A... —..13, 15 

Class B. 19, 23 

Class C..—28, 32 

Class D_ 112,114 

Class E_..-« 11^ 

Independent Condensing apparatus 61 

Mean effective pressure . 116 

Weights of wrought iron shafting. 119 


V 




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